tug boat market report - february 2011.pdf

Marcon International, Inc. Vessels and Barges for Sale or Charter Worldwide

1 www.marcon.com

Details believed correct, not guaranteed. Offered subject to availability.

P.O. Box 1170, 9 NW Front Street, Suite 201 Coupeville, WA 98239 U.S.A. Telephone (360) 678 8880 Fax (360) 678-8890 E Mail: [email protected] http://www.marcon.com

February 2011

Tug Market Report Following is a breakdown of available anchor handling coastal, ocean and harbor tugs. Separate reports available on inland river pushboats and anchor handling tug supply vessels.

Horsepower

Under

1,000

1,000 –

2,000

2,000 –

3,000

3,000 –

4,000

4,000 –

5,000

5,000 –

6,000

6,000 -

7,000

7,000 –

8,000

8,000 –

9,000

9,000

Plus Total

Mar 1996 199 163 59 65 18 7 8 7 4 4 550

Jan 1997 178 159 83 65 19 6 9 5 5 2 532

Jan 1998 139 142 72 46 14 9 6 6 5 2 432

Jan 1999 174 143 83 81 35 10 2 5 5 1 536

Jan 2000 161 145 72 62 27 15 3 4 7 2 498

Jan 2001 138 133 81 72 34 20 5 7 8 2 500

Jan 2002 117 134 85 67 38 22 2 5 6 4 480

Jan 2003 152 176 96 71 40 21 2 4 6 5 573

Jan 2004 117 140 77 67 29 21 1 5 12 3 472

Jan 2005 117 141 71 69 28 21 1 11 9 2 470

Jan 2006 97 125 90 66 21 16 5 6 8 1 435

Jan 2007 77 114 97 68 25 10 5 4 7 0 407

Jan 2008 73 118 105 58 19 13 2 7 1 1 397

Jan 2009 73 94 95 76 29 19 6 5 2 3 402

Feb 2010 74 136 121 125 47 36 9 7 3 4 562

May 2010 71 129 127 148 63 41 11 8 7 3 608

Aug 2010 61 107 117 143 60 39 9 7 8 3 554

Nov 2010 68 115 125 148 73 45 11 13 8 5 611

Feb 2011 - Worldwide 66 111 137 142 80 47 10 15 8 5 621

Feb 2011 - U.S. 19 31 36 31 18 8 1 6 - 1 151

Feb 2011 - Foreign 47 80 101 111 62 39 9 9 8 4 470

Avg. Age - Worldwide 1972 1977 1981 1991 1991 1995 1990 1985 1981 1988

Avg. Age - U.S. 1960 1965 1965 1973 1980 1971 1976 1975 - 1972

Avg. Age - Foreign 1977 1982 1987 1996 1995 2000 1992 1991 1981 1993

Charter - Worldwide 25 49 68 79 37 34 9 20 17 15 353

Charter - U.S. 5 9 10 13 6 3 2 9 2 - 59

Charter - Foreign 20 40 58 66 31 31 7 11 15 15 294

Up Since Last Report Down Since Last Report

Market Overview Of the 10,706 vessels and 3,686 barges that Marcon currently tracks, 4,119 are tugs with 621 currently officially on the market for sale worldwide, up 1.6% since November 2010. Of the tugs for sale, 45.1% of foreign and 94.7% of U.S. tugboats are direct from Owners. 182 or 29.3% of the tugs worldwide, primarily foreign flagged, were built within the last ten years, are newbuilding re-sales or currently under construction – compared to 27.82% at the last report. 58 (9.3%) are over fifty years of age and 2 tugs are 75 years of age or older. 22 have no age listed. The oldest tugs Marcon currently has listed are two 1931 built single screw tugs (later rebuilt), one in Germany and one on the U.S. Gulf Coast – and both still reportedly in good operating condition, with one actually referred to by the Owner as a “gem with teak decks, brass stem bitt & paint that looks like a new car”. These two “old ladies” are balanced by 17 newbuildings up to 8,000HP range scheduled for delivery through 2011.

Marcon International, Inc. Tug Boat Market Report – February 2011

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Breakdown by Built & BHP Built <1000 1000-1999 2000-2999 3000-3999 4000-4999 5000-5999 6000-6999 7000-7999 8000-8999 >9000 Total

1931 1 1 2

1937 1 1

1939 1 1

1941 1 1

1942 1 1 2

1943 1 1

1944 1 2 2 1 6

1945 2 2 1 1 6

1948 2 2

1949 1 1 2

1950 1 1

1951 2 1 3

1952 1 1 2

1953 1 1 1 3

1954 2 1 3

1955 1 1

1956 1 1

1957 1 3 4

1958 2 1 3

1959 2 1 3

1960 4 1 5

1961 2 1 2 5

1962 2 1 1 4

1963 6 2 8

1964 2 5 1 1 9

1965 4 2 1 1 8

1966 1 3 3 5 1 13

1967 1 2 4 2 1 2 12

1968 3 1 3 7

1969 3 3 2 1 9

1970 5 3 4 4 1 2 1 20

1971 1 4 1 1 7

1972 1 4 2 1 1 9

1973 1 2 2 4 1 10

1974 2 5 1 5 3 4 1 21

1975 4 2 6 3 1 3 19

1976 1 2 4 4 4 1 3 2 21

1977 4 4 4 3 3 3 1 4 26

1978 1 3 4 3 3 1 1 1 17

1979 1 2 7 3 1 1 15

1980 1 5 2 1 1 10

1981 1 2 8 5 2 18

1982 2 2 7 5 1 1 18

1983 1 2 2 2 7

1984 2 5 1 8

1985 5 1 6

1986 1 2 1 4

1987 2 1 1 4

1988 1 3 1 5

1989 1 5 6

1990 1 1 2

1991 1 1

1992 2 1 3

1993 2 3 3 8

1994 1 1 2

1996 1 1 2 1 5

1997 1 1 2

1998 1 2 1 4

1999 1 1 1 3

2001 2 1 2 3 8

2002 1 1

2003 1 3 1 5

2004 4 2 5 1 12

2005 4 5 3 12

2006 1 8 9

2007 1 1 9 1 12

2008 1 2 3 12 3 1 22

2009 4 7 5 7 4 1 1 29

2010 3 9 4 14 14 13 1 3 2 63

2011 4 6 2 4 1 17

Unknown 3 3 6 4 2 2 2 22

Total 66 111 137 142 80 47 10 15 8 5 621


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Tug Locations

U.S.

23.0%

Europe

16.1%

By Arrangement

5.2%

Caribbean

4.8%

Canada

2.6%

Far East

13.5%

Africa

1.1%

Southeast Asia

15.9%

Mediterranean

11.3%

Mid East

5.0%

Latin America

0.6%

South Pacific

0.8%

Tugs Listed For Sale by Marcon International, Inc.

0

100

200

300

400

500

600

700

Ma

r-9

5

Ma

r-9

6

Ma

r-9

7

Ma

r-9

8

Ma

r-9

9

Ma

r-0

0

Ma

r-0

1

Ma

r-0

2

Ma

r-0

3

Ma

r-0

4

Ma

r-0

5

Ma

r-0

6

Ma

r-0

7

Ma

r-0

8

Ma

r-0

9

Ma

r-1

0

Ma

r-1

1

Foreign US Total

The majority of the tugs Marcon tracks for sale are in the U.S. with 143 tugs officially on the market (down from 146 last report), followed by Europe with 100 tugs (vs. 108), 99 in Southeast Asia (98), 84 in the Far East (83), 70 in the Mediterranean (52), 32 “by arrangement” (or location unstated), 31 in the Mid East (29), 30 in the Caribbean (27), 16 in Canada (17), 7 in Africa (9), 5 South Pacific (5) and 4 in Latin America (4). The increase in tugs coming on the market is across all areas of the world with the exception of Europe (8 fewer), Canada (down one) and Africa (down two). There are obviously also tugs we are not familiar with for sale and others which are not officially on the market which we can develop from Owners on a private & confidential basis. CAT diesels still power the most tugs with machinery in 121 or 21% of the tugs Marcon lists for sale, where engine type is known. This is followed by 70 EMD,

69 Cummins, 49 Niigata, 32 Deutz, 26 GM, 24 Yanmar, 20 Ruston and 16 MaK powered tugs. 169 tugs are powered by machinery from various other manufacturers worldwide from ABC to Wichmann. Conventional single and twin screw tugs are still the most prevalent with 351 twin (up from 326 in November) and 136 single screw (141 last report) for sale worldwide. One tug is triple screw, one a shallow-draft quad screw, 112 are azimuthing (down from 116 in November) and 20 are Voith tractors (down from 25). This number of tugs on the S&P market continues on a high plateau. We are seeing some movement – a few tugs get sold, a few new ones get delivered, a couple get scrapped and a few new listings pop up on the market. The key word though seems to be “few”. Things remain slow and probably will do so until well into 2012 – dependent on the global economy, fuel prices and a lot of political factors totally out of our control. As in November 2010, the majority of foreign flag tugs now for sale are in the 3-4,000BHP range with 111 available (average age of 15 years – i.e. built in 1996). It has to be age – mine vs. the tugs, but I still at first think of tugs built in the 1980s as relatively new until I start counting up the years. This is followed up by 101 foreign tugs of 2-3,000HP (average age 24 years) and 80 1-2,000HP tugs (29 years). U.S. flag tugs on the market are all running about equal in the 1-2,000HP, 2-3,000HP and 3-4,000HP ranges with 31, 36 and 31 tugs respectively. Reflecting the average vintage age of the U.S. tug fleet, all are substantially older than the foreign vessels on the market with ages averaging abt. 38 to 46 years, an improvement from abt. the 41 to 47 years at the time of the last report. I almost do not know what to say about the overall tug S+P market, except to just shake my head. It is so slow that it is almost non-existent – at least compared to the past. What little is moving is still either at the top or bottom end of the scale. OSVs and tugs, especially most older units built in the 80s and earlier, continue to have a tough time finding buyers unless priced at bargain basement levels. There is a lot of newer equipment on the market competing for the same Buyers. Cash for individual boats is scarce and most Buyers are looking for rock bottom deals. Many Sellers still have ideas of values in their heads or on the books that are twice or more what any broker could possibly secure for their equipment – assuming that the broker could find a Buyer at any number. “Fair Market Values” on older conventional tugs, OSVs and barges today are at or below the “Orderly Liquidation” and “Distress” values of 2007 – 2008 and we generally see values, especially of older equipment, continuing on a downward slide through 2011. The U.S. Supreme Court in United States v. Cartwright, 411 U.S. 546 (1973) defined Fair Market Value “is the price at which the property would change hands between a willing buyer and a willing seller, neither being under any compulsion to buy or to sell and both having reasonable knowledge of relevant facts." There is still a wide gap today between what most “willing buyers” would or could pay, and what a “willing seller” is willing to, or is able to accept. A shake-out of surplus equipment still has to happen. One major tug operator, in a response to our last tug market report, commented “Nobody is selling good boats at low prices. Nobody is buying at top prices. Nobody is buying older boats with a few problems at low prices. The industry is in a standstill and moribund situation. All those in the oil transportation business are hurting and no one will either tell us what the future holds or they don't know what the future holds. When you figure this industry out please let us know. We think the bubble will burst but nobody has put a pin in it yet.” I believe that the pin has already burst that mythical bubble, but regretfully there is more air to escape until that bubble finally stops leaking.


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A lot of second-hand equipment changed hands or was built during the last decade. Prices climbed to record levels in 2007 - 2008, creating inflated book values for a lot of the older tonnage – especially units that are now surplus. In a stable or buoyant market, this price bubble could have been absorbed as new vessels gradually came on line. It is still a rude awakening though when borrowers are forced to re-adjust their book values in this fallen market – and also a rude awakening to their shareholders in publically traded companies. Many fleets are not worth what they were valued at when the loans were made. Existing and new lenders need to take a hard look at some of the equipment and determine whether an owner’s book values, like many home values, are underwater. We are getting close to the bottom, but the shake-out of surplus equipment has not finished. Some assets will still have to be sold at a loss in over the next couple of years.

“Merger mania”, discussed in our last November 2010 tug market report, has started. There are many larger operators now out there sitting on idle cash waiting for the market to hit the absolute bottom to make a move. Already there is an upward trend in mergers and acquisitions with Kirby Corporation’s purchase of the ship bunkering operations of Enterprise Marine Services,

distributer & service provider United Holdings LLC, and merger with tank barge & tug operator K-Sea Transportation; Signet Maritime’s purchase of Pascagoula, Mississippi based Colle Towing Company; Ensco

acquiring Pride International to create the second largest offshore driller in the world to name a few. The Royal Boskalis Westminster US$ 1.5 billion acquisition of Smit Internationale was a major event in 2010, but that had been percolating on and off for some time and I would not necessarily call it “merger mania”. The financial industry has also been digging its way out from the mess it found itself in the end of 2007 and until recently showed little desire to finance acquisitions until they could see a light at the end of the tunnel. That light is starting to appear. While financing is not as readily obtainable as it

was during the boom years - and rightfully so - some credit is becoming more readily available. Large, well-managed, publically-traded and private operators with proven track records and a competitive

edge will obviously be the first-in-line. Small companies though may find it hard to a secure a portion of the funds needed to grow, especially during a sluggish recovery. The projected world growth of about 4.4% in 2011 and 4.5% in 2012 will make it difficult for a vessel operator to grow organically, one contract or one vessel or

barge at a time. Instead we will see more take-overs of smaller rivals, especially those companies operating modern fleets, and even more especially those who may have loans coming due in 2011 on equipment built or

purchased during the boom years. Acquisitions have always been an attractive option for large corporations who have cash on their books and/or a good line of credit. Years ago, after the big 80’s slump, one of Tidewater’s execs said that it was easier to buy a company than an individual boat – plus there was an added benefit of eliminating a competitor and gaining market share during the economic lull. Tidewater was not the only one to recognize this fact and it still holds true today.

1985 directories of U.S. offshore tugs and offshore service vessels published by Fleet Data Service document 188 offshore tug fleets with over 1,400 tugs and 102 OSV fleets with 1,061 supply boats, AHTSs, survey and miscellaneous related vessels over 150’ in length in the United States. This was several years after the 1981 – 1982 recession officially ended. 125, or 66.5%, of those offshore tug and 78 (76.5%) of those OSV fleets named in the 1985 guides no longer exist today. Some went into bankruptcy in the 80s like Alaska Marine Towing, Faustug Marine, Marsea Agencies, Command Marine or Leam Transportation. Some fleets were taken over and later themselves became candidates for acquisition - like the original Hornbeck Offshore’s acquiring the majority of stock in Point Marine’s 13 vessel fleet in 1990 plus four boats from Garber Bros., and then being acquired themselves by Tidewater in 1996. There were also the multitude of companies bought out by Zapata Gulf, which was itself acquired by Tidewater in 1992. Some vessels were sold off into other markets, but most continued on, being rebuilt multiple times and operating under different ownership and/or flags as the various markets gradually improved. Of course, there are also a lot of successful new names today that were not in existence twenty-five years ago. Both domestic and international mergers and acquisitions will definitely continue as headline news in 2011 and 2012 across the world and not only in the maritime and energy sectors.


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Recent Marcon Tug & Barge Sales & Charters The first sale in the first week of the New Year was the single screw, U.S. flag, 1,700HP tug “Gretchen” from Suderman & Young Towing Co. of Texas to the Bocas Fruit Company LLC of Panama. The 90’ x 26’ x 10’, steel hull harbor tug was built in 1967 at Bludworth Shipyard of Houston. Originally powered by a Cleveland 16-278A diesel, “Gretchen” was repowered in 1991 with a modern EMD 16-645CL with Western RHS marine 2.98:1 gear turning a single 96” x 66” 4-blade prop on a 11.5” diameter shaft. She is fitted with single drum hydraulic capstan on her portside and “H” bitts fore and aft. Her bollard pull was measured at about 19 tons ahead 12 tons astern. Renamed “Boca Del Drago”, the new owner plans are relocating the vessel to Panama and use her in their business operations there. Marcon acted as broker for the Sellers and is assisting in arranging delivery from the U.S. Gulf Coast to Panama. Marcon had previously sold another tug out of the U.S. Gulf into the same trade. Marcon has also been authorized to market for sale the sister tug, our file TG16132, which is presently available for prompt inspection and delivery on the Texas Gulf coast. Suderman & Young Towing started in the late 1800s when Charles Suderman and Ben Dolson began stevedoring operations in Galveston. With the purchase of their first steam tug “Louise” they began shifting the deck barges used to handle cargo and soon began assisting ships. S&Y has continued to expand and upgrade their fleet and now has about 34 tugs ranging from 1,700HP single screw to 6,300HP Z-Tech azimuthing tugs serving the ports of Houston, Texas City, Galveston, Freeport and Corpus Christi, Texas.

Signet Maritime Corporation of Houston, Texas sold their U.S. flag, twin screw harbor tug “Signet Reliance” (ex-Dotsie) to Rockingham Carriage Service of Portsmouth, New Hampshire. The tug, with dimensions of 52.8’ x 16.7’ x 6.5’, was built in 1959 at Equitable Equipment of Madisonville, Louisiana and rebuilt in 2003 at Aransas Pass, TX. She is powered with a pair of 300HP GM 8V71 diesel engines each turning a 54” x 36”, 4-blade, stainless steel propeller generating a bollard pull of about 7mt. The model bow tug has a single push knee and a raised pilot house forward that provides a height of eye of 19’ 2”. The new Owner has plans to take the vessel back to the U.S. East Coast to use in general harbor duties. Marcon acted as sole broker in the transaction.

Although not a tug, the market has been so slow that I needed another vessel to fill in the white space. A private East Coast operator purchased the U.S. flag utility boat “Sarina” (ex-Tern) from Olympic Tug and Barge, Inc. of Seattle. The vessel was originally built as a U.S. Coast Guard WLI class inland buoy tender in 1969 at CG shipyard in Curtis Bay, Baltimore, Maryland and rebuilt in 1994 and 1996 to her present configuration. She is currently fitted out as a small general utility and supply vessel. The 80’ x 24.4’ x 11.8’ “Sarina” is powered by GM 8V71s, producing a total of 460BHP, and Schottel SRP-150Z, 360 degree azimuthing drives with 40” stainless steel props. Each main engine, through a power take-off, drives the hydraulic pumps for the azimuthing props, anchor winch and deck crane. Capacities include 4,765 gallons of fuel oil, 10,000 gallons fresh water and about 9,000 gallons of cargo lube oil. The vessel is equipped with an 8 ton American hydraulic crane to aid with the loading and unloading cargo from her large 41’ x 18’ open aft deck. She last worked in the Columbia and Willamette Rivers around Portland, Oregon, but has been laid up for a few years in fresh water. New Owners are mobilizing the “Sarina” from the Columbia River to Puget Sound where she will be refurbished at a nearby shipyard and put into local service. Marcon acted as sole broker. This is the first vessel we have sold to this Buyer and one of several transactions previously completed with the Seller. Marcon has sold a total of four vessels and barges so far in 2011, and have several additional pending. We will have a few more tug sales to report next quarter in additional to other vessels and barges.


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Worldwide Existing Tugs By Age Group

45%

32%

19%

4%

<25 years 25+ years 35+ years 50+ years

Once Again – A Record Number of Tugs Worldwide Worldwide number of tugs once again hit a record. While information in Lloyd’s Register only covers “sea-going” vessels over 100 GRT, there are many tugs either under that tonnage or in inland service. According to Lloyd’s, as of Feb 1st, 2011, there were 14,482 “sea-going” tugs over 100GRT worldwide, up from 14,088 in Feb. 2010. Total horsepower is 38,221,469BHP. Even taking into account flags of convenience, the largest national fleet of tugs over 100GRT sails under Indonesian flag, with the U.S. still in first place as far as horsepower. The U.S. operates 1,491 “sea-going” tugs over 100GRT, or 10.3% of the world market, totaling 4,792,591BHP (12.54% global BHP). Average age of tugs worldwide is 22 years with the U.S. flag “sea-going” fleet at 33 years. Registry with the youngest fleet is the

British Virgin Islands with six 2009/10 built tugs from 5-8,000HP.

Top 50 “Sea-Going” Tug Fleets By Units As Of February 2011 According to Lloyd’s Register

Flag TotalBHP % # Tugs % AvgBHP Avg Age

Worldwide 38,221,469 100.00% 14,482 100.00% 2,639 1990

Indonesia 3,867,806 10.12% 2,286 15.79% 1,692 1999

USA 4,792,591 12.54% 1,491 10.30% 3,214 1978

Japan 2,498,088 6.54% 812 5.61% 3,076 1994

Singapore 2,059,879 5.39% 793 5.48% 2,598 2005

Unknown 941,665 2.46% 566 3.91% 1,664 1979

Korea, South 1,226,292 3.21% 459 3.17% 2,672 1987

Malaysia 935,681 2.45% 452 3.12% 2,070 2001

Panama 1,231,102 3.22% 405 2.80% 3,040 1986

Russia 923,404 2.42% 359 2.48% 2,572 1987

India 922,857 2.41% 352 2.43% 2,622 1993

Italy 1,059,556 2.77% 340 2.35% 3,116 1985

China PRC 806,980 2.11% 266 1.84% 3,034 1988

UK 804,844 2.11% 250 1.73% 3,219 1991

Spain 778,504 2.04% 217 1.50% 3,588 1991

Australia 701,781 1.84% 211 1.46% 3,326 1992

Canada 567,730 1.49% 211 1.46% 2,691 1973

Brazil 692,717 1.81% 208 1.44% 3,330 1993

Turkey 468,786 1.23% 183 1.26% 2,562 1991

UAE 478,504 1.25% 172 1.19% 2,782 1995

St Vincent & The Grenadines 554,222 1.45% 162 1.12% 3,421 1997

Iran 349,230 0.91% 160 1.10% 2,183 1987

Mexico 495,749 1.30% 152 1.05% 3,262 1986

Egypt 413,456 1.08% 143 0.99% 2,891 1987

Netherlands 544,012 1.42% 143 0.99% 3,804 1997

Philippines 281,574 0.74% 138 0.95% 2,040 1975

Saudi Arabia 413,114 1.08% 137 0.95% 3,015 1989

Greece 204,492 0.54% 118 0.81% 1,733 1972

Venezuela 326,925 0.86% 116 0.80% 2,818 1981

Ukraine 222,592 0.58% 115 0.79% 1,936 1982

France 369,261 0.97% 107 0.74% 3,451 1990

Thailand 257,330 0.67% 107 0.74% 2,405 1982

Germany 350,521 0.92% 102 0.70% 3,436 1989

Chinese Taipei 242,390 0.63% 95 0.66% 2,551 1987

Vietnam 144,089 0.38% 82 0.57% 1,757 1993

Chile 267,204 0.70% 77 0.53% 3,470 1996

Norway 233,451 0.61% 77 0.53% 3,032 1979

Tuvalu 162,526 0.43% 71 0.49% 2,289 1998

Bahrain 210,063 0.55% 68 0.47% 3,089 1988

Cyprus 222,310 0.58% 68 0.47% 3,269 2000

Honduras 122,209 0.32% 65 0.45% 1,880 1968

Sweden 217,676 0.57% 64 0.44% 3,401 1967

Finland 179,736 0.47% 63 0.44% 2,853 1969

Poland 99,742 0.26% 62 0.43% 1,609 1975

Algeria 187,289 0.49% 60 0.41% 3,121 1989

Argentina 154,282 0.40% 60 0.41% 2,571 1978

Nigeria 117,759 0.31% 59 0.41% 1,996 1981

Romania 99,966 0.26% 58 0.40% 1,724 1978

Portugal 121,658 0.32% 56 0.39% 2,172 1977

Belgium 198,210 0.52% 55 0.38% 3,604 1995

Bahamas 235,432 0.62% 52 0.36% 4,528 1999


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US Existing Tugs by Age Group

17%

44%

29%

10%

<25 years 25+ years 35+ years 50+ years

Seaweb Worldwide Seagoing Tugs

25,000,000

30,000,000

35,000,000

40,000,000

Jan-

07

Jan-

08

Apr-

08

Jul-

08

Oct-

08

Jan-

09

Apr-

09

Aug-

09

Nov-

09

Feb-

10

May-

10

Aug-

10

Nov-

10

Feb-

10

Ho

rsep

ow

er

10,000

11,000

12,000

13,000

14,000

15,000

Co

un

t

HP Count

Seaweb U.S. Seagoing Tugs

4,000,000

4,250,000

4,500,000

4,750,000

5,000,000

5,250,000

5,500,000

Jan-

07

Jan-

08

Apr-

08

Jul-08 Oct-

08

Jan-

09

Apr-

09

Aug-

09

Nov-

09

Feb-

10

May-

10

Aug-

10

Nov-

10

Feb-

10

Ho

rsep

ow

er

1,400

1,450

1,500

1,550

1,600

Co

un

t

HP Count

I believe that the growth in number of sea-going tugs worldwide will continue to slow and may eventually start to slightly decrease while total horsepower has a slight growth. This just demonstrates what we have all known for years – the operator with the 2,250BHP tug with a pair of CAT D399s finds that he needs a 3,000HP boat with EMD 12-645s, then 3,900HP with EMD16-645s and so-on. Ports requiring 30 tonne bollard pull boats for shipdocking are now requiring 40 tonnes, while those who were happy with 40 tonne boats five years ago now want 60 tonnes of bollard pull. There is generally good reason for this, other than bollard pull envy, as ships have been getting larger, ports more congested and double-hull tank barges substantially larger than the single skin barges of yesteryear. According to Sea-Web, both the number and the total horsepower of

U.S. flag tugs already started its decline. As of last November 2010, the U.S. fleet operated 1,514 “sea-going” tugs over 100GRT totaling 4,836,399BHP. Three months later the U.S. flag fleet is down 23 tugs, or abt. 1.5% while the total horsepower declined abt. 0.9%. Three were of unknown horsepower, three under 999BHP, five in the 1-2,000HP range, four in 2-3,000HP range and eight in the 3-4,000HP range. I have not yet had the time to check on each of these 23 tugs to determine their exact status. One recent side note is that we see a number of Japanese tugs withdrawn from the S&P market as Owners re-evaluate local availability, supply & demand after the 11

th March earthquake and tsunami.

Breakdown of U.S. “Sea-Going” Fleet Following is a breakdown of the U.S. sea-going tug fleet as of February 2011, according to Lloyd’s Register, by horsepower compared with last quarter. Note that Lloyd’s Registry has data on only 56 tugs under 999BHP. As most of the “under thousand horsepower” class tugs in the U.S. are below 100 gross register tons, they are generally not included in the Registry. In reality though, there are eight to nine hundred additional small tugboats in this horsepower range in U.S. coastal waters. As noted above, the total number of U.S. flag tugs is down by 23 since the last report.

U.S. Sea-Going Tug Fleet Over 100GRT By BHP According to Lloyd’s Register as of February 2011

Unknown

BHP

Under

999

1000-

1999

2000-

2999

3000-

3999

4000-

4999

5000-

5999

6000-

6999

7000-

7999

8000-

8999 9000 Plus Total

Total # 148 56 305 224 263 227 92 61 58 10 47 1,491

AvgBHP 789 1,500 2,361 3,413 4,351 5,461 6,410 7,163 8,066 11,788

Avg LOA 88 80 87 97 107 106 118 114 138 137 140

Avg Beam 28 23 26 29 32 34 36 38 39 42 49

Avg Depth 11 9 11 13 15 15 17 18 20 21 23

Avg Year Built 1975 1953 1965 1973 1979 1990 1987 1998 1983 1996 2001

Previous U.S. Sea-Going Tug Fleet Over 100GRT By BHP According to Lloyd’s Register as of November 2010

UnknownBHP

Under

999

1000-

1999

2000-

2999

3000-

3999

4000-

4999

5000-

5999

6000-

6999

7000-

7999

8000-

8999 9000 Plus Total

Total # 151 59 310 228 271 227 92 61 58 10 47 1,514

AvgBHP 0 782 1,496 2,362 3,412 4,348 5,461 6,410 7,163 8,066 11,788

Avg LOA 88 79 87 97 106 107 118 114 136 137 139

Avg Beam 28 23 26 29 32 34 36 38 39 42 49

Avg Depth 11 9 11 13 15 15 18 18 20 21 23

Avg Year Built 1975 1953 1965 1974 1979 1990 1987 1998 1983 1996 2001


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Fairplay World Orderbook Vessels Over 299GRT

0

2,000

4,000

6,000

8,000

10,000

12,000

14,000

Oct 06 Jan 07 Apr 07 Jul 07 Oct 07 Jan 08 Apr 08 Jul 08 Oct 08Jan 09 Apr 09 Jul 09 Nov 09 Feb

10

May

10

Aug

10

Nov 10 Feb

11

0

100

200

300

400

500

600

700

800

900

All Vessels Towing/Pushing

Worldwide Tugs On Order Over 299 GRT

0

25

50

75

100

125

150

175

Mala

ysia

Chin

a P

RC

Indonesia

Turk

ey

Spain

Vie

tnam

US

A

Bra

zil

Egypt

Rom

ania

Japan

Sin

gapore

Pola

nd

Russia

Iran

Saudi A

rabia

South

Afr

ica

United A

rab E

mirate

s

Cuba

Kore

a,

South

Serb

ia

Ukra

ine

Fra

nce

India

Italy

Neth

erlands

Canada

Chile

Lithuania

Thaila

nd

Arg

entina

Lib

ya

Peru

Phili

ppin

es

Credit: Fairplay Newbuildings Online 02/11

US Flag Tugs - Engine Types

EMD

33%

Caterpillar

30%

GM/DD

17%

Other

6%

Wartsila

2%

Fairbanks, Morse

4%

Alco

4%

M.T.U.

1%Cummins

3%

Credit: LR-Fairplay SeaWeb 02/01/11

U S F l a g T u g s - P r o p e l l e r T y p e s

T win Scr ew

5 3 %

Sin gle Scr ew

3 0 %

Azimut hin g

13 %

Voit h- Schn eider

2 %

T r iple Scr ew

2 %

Cr edi t : LR-Fai r pl ay SeaWeb

Of the 1,491 U.S. flag tugs showing up in Lloyd’s Register as of February 2011, 251 have unknown engines. 402 or 33% those where engine type is known are powered by EMDs, 364 (30%) by CATs, and 210 (17%) by General Motors / Detroit Diesels. Fairbanks still power 49 tugs or 4% of the fleet, mostly in older tugs. It should be noted that we have seen many EMDs showing up in Lloyd’s Register under the GM designation which may throw the statistics slightly. Of the 1,491 U.S. flag tugs, 452 (30%) and 786

(53%) are conventional single screw and twin screw, respectively. The remaining 17% of U.S. flagged tugs are made up of 194 azimuthing, 36 triple screw and 23 Voith-Schneider tractor tugs.

New Construction, Shipyard and Conversion News According to “Fairplay”, as of 1 February 2011, there were 8,780 ships over 299GRT on the World Orderbook, down 177, or about 1.98% from the 8,957 ships in November 2010 and showing a further decline from the 10,291 one year ago in February 2010. Of this total number, there were 629 tugs or “towing / pushing” vessels (down from 643 / 756 in Nov. / Feb. 2010 respectively) plus 615 Offshore Supply Vessels and 132 designated as “Offshore – Other”. As this data only covers vessels over 299GRT, I would not be surprised to find a few additional tugs below 299GRT being built across the world. The tug current order book represents only abt. 4.3% of the

existing global tug fleet of “sea-going” vessels over 100 GRT, which would maintain an approximate same-size fleet age of abt. 23 years. As of 1

st February, of the 629 tugs under

construction, once again Malaysia leads the order book with 154 (up 9) tugs being built. They are again followed by China PR at 124 (down 8) tugs under construction; Indonesia 50; Turkey 33; Spain 31; 23 Vietnam; USA in seventh place with 22 under construction; 21 each in Brazil and Egypt; Romania 20; Japan 18; 17 Singapore; Poland 13; 11 Russia; Iran 10; Saudi Arabia, South Africa and UAE 6 each; Cuba, Serbia and South Korea 5 each; 4 Ukraine; 3 each France, India, Italy and the Netherlands; Canada, Chile, Lithuania and Thailand 2 each; and 1 each in Argentina, Libya, Peru and the Philippines. Of the 629 tugs presently being built, abt. 28.5% of the tugs are still showing for delivery in 2010 (even though it is already 2011), 63.1% in 2011, 8.1% in 2012 and only .3% during 2013.


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Newbuilding tug orders for 2012 and 2013 are expected to increase slightly as the economy improves and new orders are placed.

Delivery Dates Worldwide Orderbook

For Tugs Over 299 GRT

0

25

50

75

100

125

150

175

200

4Q

2010

1Q

2011

2Q

2011

3Q

2011

4Q

2011

1Q

2012

2Q

2012

3Q

2012

4Q

2012

1Q

2013

Credit: Fairplay New building Online 02/11

CAT power still leads propulsion in new sea-going tugs with engines in 159 tugs. This is followed by Niigata diesels in 92, Cummins in 78, Yanmar 61, Mitsubishi 36, Wartsila 23, General Electric 18, ABC and MAN/MAN-B&W 10 each, 6 each Bergens, Deutz and MTU, 5 Chinese Standard Type, 4 MaK, EMD 3, 2 each Daihatsu and Volvo Penta, and 1 Hanshin. Engines were not listed for 107 tugs. Only 48 tugs below 1,000BHP are shown as under construction because many tugs of this horsepower are under 299GRT.

Summary of Engines Worldwide Tug Orderbook Over 299 GRT

0

25

50

75

100

125

150

175

Cate

rpillar

Unknow

n

Niig

ata

Cum

min

s

Yanm

ar

Mits

ubis

hi

Wart

sila

GE

Marine

A.B

.C.

MA

N-B

&W

Berg

ens

Deutz

M.T

.U.

Chin

es

e S

td T

ype

MaK

EM

D

Daih

ats

u

Vo

lvo P

enta

Hanshin

Credit: Fairplay New building Online 02/11

Summary of Horsepower – Fairplay Worldwide Tug Orderbook Over 299GRT Under 1,000 – 2,000- 3,000- 4,000- 5,000- 6,000- 7,000- 8,000- 9,000- Over

1,000HP 1,999HP 2,999HP 3,999HP 4,999HP 5,999HP 6,999HP 7,999HP 8,999HP 9,999HP 10,000HP

Unk. Total

Tugs 48 115 95 170 51 42 4 3 9 2 5 85 629


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A new state-of-the-art tugboat, the “Ocean Serge Genois”, built by Ocean Industries' shipyard at Isle-aux-Coudres, was christened at the Port of Montreal and sea-trials began the end of October. The new 24.4m x 10.1m x 4.07m depth tug will operate in the Port of Montreal, taking on daily harbor towing responsibilities. It will also be solicited for escort services and short- and long-distance towing, as well as salvage and wreck-removal operations. If needed, any one of

the 21 automated tugs in Ocean's fleet can be deployed to any port served by Ocean Group. During the christening ceremony, as the traditional bottle of champagne was broken on the hull, the new tug was named “Ocean Serge Genois”, after Ocean Group's Executive VP for Business Development. In his speech, Gordon Bain, President of Ocean Group said, “I believed in Serge Genois, with his expertise and his global vision, and Serge Genois chose to believe in Ocean. If our company has become a leading Quebec enterprise, it is partly due to Serge Genois, who modernized ship-building methods and the shipyard at Isle-aux-Coudres. Future generations will bear witness to this for many years to come,” he added. Speaking on the role of tugboats, Mr. Bain said, “Though the first role of a tug is to allow docking without damage to ships, it can

also play an important part in saving lives. The ‘Ocean Serge Genois’ can fight fires with water cannons that have a capacity of 1,200 cubic meters per hour, equivalent to the capacity of five fire trucks, and using the St. Lawrence River as a source of water.” The new tugboat can reach 4,000BHP, and is propelled by two CAT 3412C 1,480kW diesels and Z-Drive azimuthing propellers. It boasts a firefighting (FI-FI) system and all the necessary elements to offer safe and efficient services. After the “Ocean K. Rusby”, “Ocean Raymond Lemay”, “Ocean Henry Bain”, “Ocean Bertrand Jeansonne” and “Ocean Georgie Bain”, the “Ocean Serge Genois” is the sixth of eight tugs intended to join Ocean's fleet in four years. The company remains committed to acquiring state-of-the-art equipment in order to rejuvenate its fleet and offer superior service to its customers. Ocean Group is dedicated to being prepared for future challenges in the Quebec maritime industry. All told, the construction of these eight new tugs represents a total investment of about Can $90 million. “We try to predict the needs of our clients and we invest on a continual basis,” Mr. Bain says, and notes: “At a time when some shipyards are experiencing difficulties, ours is flourishing.” The Brazilian Port of Recife / Pernambuco is served by a powerful new ship-handling tug. The owners, Navemar Transportes e Comércio Marítimo, took delivery of the 98.4’x 32.1’ x 15.2’ depth ASD tug “Navemar XIII” last September 2010. The azimuthing drives are a pair of HRP-Series 7000, each powered by a 2,200HP (1,641kW) Cummins QSK60 engine. The tug, fitted with a bow-mounted hawser winch and a deck-mounted tow winch, has a 55-ton bollard pull. Designed and built by Brazil's Corema Indústria e Comércio Ltda, the tug features a double chine hull that allows for good lateral movement and a raked stern profile for good backing, both of which make for improved ship handling. Electrical power is provided by a Scania-powered generator. Tankage is provided for 18,000 liters of fuel and accommodation is provided for up to eight crew members. (Credit: Alan Haig-

Brown; Photo courtesy Corema Indústria e Comércio Ltda)

A new 80.0' x 36.0' x 14.3' depth / 17.00' loaded draft “Columbia Class” ASD tug is being built at Diversified Marine in Portland, Oregon for Shaver Transportation, also of Portland. Tug is designed by Capilano Maritime Design Ltd. based in North Vancouver, BC, Canada. Power will be provided by two high-speed MTV/Detroit Diesel 16V4000 M61 Tier 2 EPA rated main engines, each rated 2,680BHP at 1,800RPM producing a total of 5,360BHP and an estimated bollard pull of abt. 134,000lbs. Each engine drives a Schottel SRP1215 360° azimuthing thruster with 94.5 inch diameter fixed pitch propeller. Shipdocking will be performed by a heavy duty electric hawser winch from Markey Machinery. The winch will be fitted with 400’ of 9-inch

circumference Spectra/Plasma line in eight layers and will have a brake capacity of 400,000 lbs minimum, at the second layer. The rated pull is 22,150 lbs on the second layer at a speed of 67 fpm. Shaver Transportation is a family owned operator which has work on the Columbia and Snake River system since 1880.


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Just two weeks after delivering the fourth in the latest series, Cheoy Lee Shipyards handed over the fifth of thirteen Z-Tech 6500 tugs on currently order by the Panama Canal Authority. This series follows on from eight Z-Techs delivered in a previous Panama Canal contract, and this latest vessel is the 35th Z-Tech tug completed in total by Cheoy Lee in the six years since the first unit sailed away from the yard. Delivered in late January just before the shipyard closed for the Chinese New Year holiday, “Sajalices” set off on her 10,000nm trans-pacific crossing to Panama. The 6,000HP tugs are built to Lloyds Register of Shipping

class, with the notation LR +100AN Tug, +LMC UMS for service in the Panama Canal and approaches. Hull number 6 in the series is scheduled for delivery in Mid-March. Principal dimensions are 27.40m x 11.50m x 5.83m draft. Almost identical in configuration to the eight vessels previously constructed for ACP (the Panama Canal Authority), the latest batch of thirteen are powered by larger, GE 12V228, 2,965HP, engines. These larger engines increase bollard pull capabilities to 65T, from 60T previously.

The GE engines drive two Schottel SRP1515FP azimuth rudder propellers containing 2.6m diameter 4-bladed fixed pitch propellers. The configuration provides a free running speed of 12.5 knots, both ahead and astern. Two Caterpillar C4.4, 99kW diesel generating sets maintain all onboard electrical loads, while the starboard side main engine drives the FFS 1,136m3/hr fire pump that supplies the fire monitor mounted on the wheelhouse top. The two towing winches and the capstan are from MacGregor Plimsoll. In December, Cheoy Lee Shipyards handed over the third of Z-Tech tugs, the “Sixaola”, to the Panama Canal Authority and she set off on her 10,000nm trans-pacific crossing to Panama, under the command of a professional crew from ship delivery specialists Redwise Maritime Services BV.

In March 2010, Cheoy Lee Shipyards handed over the first in a new series of 49.95m x 12.6m x 4.5m draft Multi-Purpose offshore commercial craft. Two sisterships followed, with the final vessel in the quartet “Posh Panglima”, being delivered on December 30th, 2010. Designed by Wartsila Ship Design Singapore Pte, the capabilities of this vessel include anchor handling, tanker handling and berthing, towing barges and rigs, maintenance and pollution control, supply duties and firefighting. Construction is to ABS class, with the notation +A1, (E), +AMS, Towing Service. All four vessels are powered by twin Yanmar 6EY26 diesels, each developing 1,920kW @ 750RPM, driving two Berg BCP690, 2,650mm dia. propellers in nozzles via Reintjes LAF 2346L gearboxes with a 3.5:1 reduction ratio. Maneuverability is enhanced by a 320kW Nakashima TCT-105 electric bow thruster. Three Caterpillar 350kW 3-phase generators supply onboard power requirements via Teresaki switch and distribution boards. An 82kW, air cooled Caterpillar C4.4 serves as a stand-by. 500m3 of fuel and capacity for 240 tonnes of

potable water allows for extended range. The vessel accommodates a crew of 30, in six 4-man cabins, two 2-man cabins and single cabins for the captain and chief engineer on the forecastle deck level. The elevated bridge has excellent all round visibility, with both forward and aft facing control stations, each with a Bostrom helm seat. Steering is by Jastram, and the full array of navigational equipment is primarily from Furuno. Towing gear is exclusively from Plimsoll in Singapore, including the anchor handling/towing winch, anchor windlass/towing winch, two rope storage reels, shark jaw, towing pins, tugger winches and capstans. The deck crane for lifting the portside rescue boat is from Palfinger.


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In spite of the global economic downturn of 2010, builders in Eastern Malaysia such as Shin Yang Shipyard maintained a steady output in 2010. As a member of the Shin Yang Group of Companies, the shipyards has extensive support and in some cases can market to its own sister companies. The anchor handling tug “Danem 119” was launched from the Shin Yang Shipyard for the Shin Yang Shipping Corporation as one of several vessels added to the fleet in 2010. At 49.95 by 12.6-meters the “Danum 119” is a handy sized AHT with lots of versatility. With a 54.8-tonne bollard pull and a 12-knot cruising speed the vessel features a 22 x 10m aft-deck with winches for anchor handling and towing as well as providing excellent cargo capacity. The main winch has an 80-tonne capacity with 150-tonne braking power. A pair of 5-tonne capstans with a pair of 10-tonne

tugger winches and a set of shark jaws and towing pins round out the anchor handling capabilities. Built to a design by Conan Wu & Associates of Singapore the vessel is powered by a pair of Cummins QSK60-M diesels each rated for 1,641kW (2,200HP) at 1,800RPM. The engines turn fixed pitch props through Twin Disc MG5600 gears with 5.71:1 reductions. A pair of Cummins 265kW QSM355 diesels provide auxiliary power. Accommodation is provided for up to 27 crew members. Tankage includes 500m3 fuel, 242m3 potable water, 19m3 of dispersant and 16m3 foam. The Malaysian flagged “Danum 119” is fire fighting equipped with twin monitors above the wheelhouse. It is also fitted with booms for spraying dispersant. Tug is classed BV I Tug, FiFi 1 Water Spray. In addition to the fleet expansion, the Shin Yang Shipping Corporation used funds from a successful initial public offering (IPO) to expand their Miri shipyards and set up a shipyard in the United Arab Republic in 2010. (Credit: Alan Haig-Brown)

The shipyards of Sarawak are particularly adept at meeting the demands of multiple tug orders. Kian Juan Dockyard in Miri is currently in the midst of a ten-boat order all of which are built to the same design. As of late January this year two units had been delivered and six were scheduling for sea trails. The balance of two units had already been

launched and were fitting out alongside. The large open area, extensive covered shop buildings and ample river frontage ease the logistical complexity of this sort of an undertaking. The ability of local suppliers to meet requirements on time and on schedule is equally important. The Miri facility for Scott and English, supplied the 20 1,200HP Cummins KTA38-M2 main engines for the ten 30- by 8.6-meter tugs. Each tug will have 2,400HP turning a pair of 2,000 by 1,789mm props through Twin Disc MG5321 DC gears with 5.96:1 reductions. This power will give the tugs a 25-ton design bollard pull and a speed of eleven knots. With a 4.13-meter molded depth, each tug has capacity for 203-tons of fuel, 50 tons of potable water, 57 tons of ballast water. Accommodation for crew is provided in two one-man cabins and four cabins

for three people each. The boats have sewage holding tanks and treatment systems. They are also fitted with oily bilge-water separators. A 25-ton single-drum towing winch with capacity for 500 meters of 48mm line is mounted on the after deck. The vessel is also fitted with a quick-release towing hook. Scott & English also supplied the ten boats’ 20 Cummins 6BT5.9-powered 78kW generator sets. The tugs are classed GL +100 A5 +MC, Tug Unrestricted Navigation. The ten tugs are built to account of Thaumas Marine Ltd, of Sabah, Malaysia. (Credit: Alan Haig-Brown) In January, Acta Marine of Den Helder, The Netherlands took delivery of their most powerful workboat to date; a new built anchor handling tug with 50 tons bollard pull. On January 6th last the vessel was named “Coastal Vanguard” during a festive ceremony in Rotterdam. “Coastal Vanguard”, built by Damen Shipyards, is a Shoalbuster 3209 design vessel. The 3209 type is amongst the largest and most powerful within the range of the popular Damen Shoalbuster workboats. Acta Marine anticipates strong demand for the services of their new vessel, particularly at projects in the Offshore Wind market and cable- and pipeline installations.


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The Damen ASD Tug 3213 “Lamnalco Lion” was delivered to Lamnalco Ltd.-UAE in January 2011. Designed for towing, mooring, escorting and firefighting operations, the 32.1m x 31.6m x 13.3m x 5.5m depth Bureau Veritas classed tug is powered by a pair of Bergen C25:33L8P 4-stroke diesels developing a total of 4,800bkW (6,530BHP) at 1,000RPM with 2,800mm azimuthing CP props. This produces a bollard pull of 74.5 tonnes ahead, 71.7 tonnes astern and a free running speed ahead of 14.3kn. Towing gear consists of a 250 ton brake, hydraulically driven two speed anchor / tow winch with double drum and warping head, pull 60 ton at 27.4 m/min and 44 ton at 27.4 m/min, each drum 130 m Ø

96 mm rope + 20 m Ø 112 m rope forward, an aft 250 ton brake hydraulically driven, two speed tow winch with spooling device, pull 50,0 ton at 10.7 m/min and 15.0 ton at 30.0 m/min, 1000 m Ø 60 mm wire, a Mampaey 100 ton SWL tow hook, 5 ton electric capstan and a 125T SWL stern roller. Two 1,400m3/h (FiFi 1) main engine driven fire pumps and two 1,200m3/h water/foam fire pumps are fitted along with waterspray. Air conditioned accommodations are provided for 9 persons in 6 cabins. The tug hull was built by Song Cam Shipyard of Haiphong, Vietnam and completed by B.V. Scheepswerf Damen of Gorinchem, The Netherlands as Hull 513019. “Lamnalco Lion’s” sister-tug, the Cypriot-flagged “Lamnalco Leopard” (Hull 513018) was delivered in December 2010…. Damen also delivered the Damen ASD Tug 2810 “Gennadiy Savelyev” to the government owned Port of Yuzhnyy of Odesskaya Oblast, Ukraine in December. This 28.7m x 10.4m x 4.6m depth azimuthing tug is dual classed

LR X 100 A1 Escort Tug Ice 1A FS Fire Fighting Ship 1 [X] LMC UMS and RMRS KM ¬ ARC4 AUT1 TUG FF3 WS. Powered by CAT 3516B TA/B diesels developing a total of 4,200BHP at 1,600RPM to Rolls Royce US 255, 2,400mm props through Twin Disc MCD 3000 6-HD slipping clutches, she produces a bollard pull of 50.2mt ahead and 46.7mt astern. Free running speed is 12.5kn ahead and 11.9kn astern. Her winches consists of a 150 ton brake, hydraulically driven two speed anchor / towing winch forward with split drum and warping head, pull 35 ton at 9.2 m/min, slack rope speed 27 m/min and a 150 ton brake, hydraulically driven 2-speed with spooling device, pull 35 ton at 9.2 m/min up to 27 mm/min. She is also fitted with a Mampaey 65 tonne towing hook aft, an

electric 5 ton capstan, “D” fendering at the sides, cylinder fenders at transom corners and a cylinder and “W”-block bow fender. Accommodations are provided for eight crew in 5 cabins. The hull was constructed by Santierul Naval Damen Galati S.A. of Romania and she was completed by B.V. Scheepswerf Damen of Gorinchem…. The Belgium registered, 12.5m x 5.0m x 1.8m general purpose and anchor-handling Damen Multicat 1205 “Kludde” was delivered to THV SeReAnt, a joint venture company between Dredging International (DEME) and Jan De Nul, in January 2011. The Lloyd’s classed, twin screw workboat is powered by CAT 3056TAs developing a total of 246bkW (330BHP) at 2,100RPM with Twin Disc MB5091 2.95:1 gears and Promarin 770mm bronze fixed pitch props in 785mm “Optima” nozzles. The vessel is fitted with a single tow bitt aft, HML 10-2S 1.0T @ 8.4m/min deck crane and a Kraaijeveld 7.5 tonne pull deck winch…. Svitzer took delivery of their Damen Stan Tugs 1205 “Svitzer Mbubu” and “Svitzer Zola” in December 2010. The Lloyd’s Register 100A1 Launch vessels were built for towing and mooring operations, passenger transport and pilot services in protected waters. Powered by a pair of Volvo D9 MH/1 diesels developing a

total of 442bkW (601BHP) at 1,800RPM and Kaplan 1,050mm fixed pitch props in Van de Giessen “Optima” kort nozzles with stainless steel inner liners, the 13.1m x 5.3m launches can develop a bollard pull ahead of 9.3 tons and a free running speed of 9.9kn. Deck gear consists of a 24vDC electric anchor winch, Mampaey Disc type, 15 ton SWL tow hook and a 1.3 ton capstan. The launches are fitted with 150x150mm side / stern fendering and a push bow with 380mm cylindrical rubber. Wheelhouse with a bench for two persons, a table and a helmsman seat. Windows are fitted in aluminum frames. Below deck are a kitchen unit, double bunk and lockers.


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Damen also delivered to Svitzer the slightly larger Damen Stan Tugs 1606 “Svitzer Pululu” and “Svitzer Figo”, designed for extended protected water towing, mooring and pushing operations. These 16.6m x 5.5m x 2.5m depth tugs are propelled by twin CAT C18 TA/B diesels producing 1,200BHP total through Reintjes 4.5:1 gears to Kaplan II fixed pitch props in 1,350mm Van de Giessen “Optima” nozzles with stainless steel inner linings. Bollard pull was 16.5 tonnes at trial and free running speed was 11.2kn. The St. Vincent registered tugs are each fitted with a 1.3 ton capstan, Mampaey disc type 25 ton tow hook and push bow. Air conditioned accommodations include four berths, galley and sanitary facilities. Electrical power is provided by a pair of 20.3kVA 50Hz generators powered by CAT C2.2NA diesels and main engine driven 24vDC alternators…. The same month, Qatar Ports Management Company took delivery of the two new Damen ASD Tug 2411 design towing, mooring and firefighting tugs “MQ 1” and “MQ 2”. Classed LR X 100 A1 Tug [X] LMC UMS, the 24.5m x 11.3m x 4.6m depth tugs have a bollard pull of 67.7 tons

ahead, 64.9 tons astern and a free running speed of 13.2kn / 13.0kn ahead / astern respectively. They are powered by twin CAT 3516B TA HD+/D main engines developing a total power of 4,180bkW (5,600BHP) at 1,600RPM to their Rolls Royce US 255 2,600mm diameter 360° azimuthing props. Firefighting is provided by a CAT 3406C T driven 600m3/h 10bar fire pump and two 300m3/h water/foam monitors. A hydraulically driven two speed anchor / towing winch with split drum and warping head is mounted forward and a Mampaey 100 ton tow hook with electrically driven capstan aft. Vessels are fully fendered. Air conditioned accommodations for six crew are provided including a Captain’s cabin, Chief Engineer’s cabin and double crew cabins above the main deck.

Pella Shipyard of Leningrad, Russia delivered the fifth 25.5m x 8.8m tug “RB-389” (Yard No. 925) to the Russian Federation Navy in November. The 1,492kW tug is fitted with Rolls Royce US-155 azimuthing props providing a bollard pull of approx.

25 tonnes and is ice classed Arc 4. Upon delivery, the tug was mobilized through the inland waterways to the port of Novorossiysk in the Black Sea where she was scheduled to join the Black Sea Fleet. The shipyard also concluded a contract with MMC Norilsk Nickel mid-January 2011 for construction of a 25.4m x 8.8m x 4.66m, 2,028kW ASD tug of Project 90600 design with Rolls Royce azimuthing thrusters. The tugboat will be customized for operating in the Far North conditions. The tug is planned to be put into operation in 2012.

On Saturday 26 February 2011, Rosetti Marino of Trieste, Italy delivered the newly christened AHT “Almisan” (ex-Rosetti 106), to Augusta Offshore S.p.A, a member of the CA.FI.MA. shipping group owned by the Cafiero-Mattioli family. The vessel is intended to provide support to offshore oil platforms by handling their anchor lines, executing offshore towing for very large convoys and aiding in the recovery of oil and petroleum from the ocean in the event of a spill. The “Almisan” is totally innovative because it is the result of a new design commissioned by the builder, who has made the vessel a prototype. It also features cutting-edge fire-fighting technology bearing the "Fire-Fighting 2" class notation, with three times the water delivery capacity for extinguishing fires of other fire-fighting vessels of similar size. The new ship has an overall length of 52.5m, a width of 15m and draft of abt. 5.7m. Her twin Wartsila 8L32 diesels develop 8,000kW of total maximum power, corresponding to approx. 10,800HP, to controllable pitch props which allows it to achieve a top speed of approx. 15 knots and over 140 tons of bollard pull. Quarters are provided to host a maximum of 23 people, including crew and operations specialists. Maneuverability is assisted by twin tunnel bow thrusters. “Almisan” is the eighth shipbuilding project that Rosetti Marino has completed for the CA.FI.MA. Group, and construction has already begun on a ninth vessel of even greater power and size. For an idea of the power and scope of the work this ship will be required to perform at sea, simply consider that it will be fitted with a winch with towing capacity of up to 500 tons.


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Union Naval Valencia SA, division of Boluda Corporación Marítima, launched the Voith Schneider tractor tug “Eugenia” (Hull UNV 478) in 18th November 2010 for Italian shipowner Società Esercizio Rimorchi e Salvataggi (SERS) of Ravenna. The “Eugenia”, like its twin sister-tug “Francesco Paolo” (Hull 477) launched in July has a length of 29.5m, draft of 4,30m and beam of 11.0m. Tug is powered by GE 12V228s developing a total of 4,500kW (6,200HP) at 1,050RPM producing a bollard pull of 62 tonnes and a free running speed of 12.5kn. “Eugenia” is specially designed for port services and fitted with Fi-Fi 1 and water spray. Tug is classed RINA Unrestricted Navigation. This is the fifth tug that Boluda’s shipyard has built for SERS, after previous

orders executed in 2003, 2004, 2006 for different tugs. The shipmanagement contract between Harms Bergung, Transport und Heavylift GmbH & Co. KG and Owner of the 100 tonne bollard pull newbuildings AHT “Aeolus” and AHT “Oceanus” was amicably cancelled. The Owner sold one tug and agreed on a bareboat charter in association with the second tug. The Lloyd’s +100A1 classed, 48.9m x 13.8m x 7.0m depth tugs were built by Daewoo-Mangalia Heavy Industries S.A. respectively and powered by a pair of MAN-B&W 6L32/40 diesels developing a total of 6,000kW at 750RPM. The agreement between the Owner and new contractual partner has no effect on any business activities of Harms Bergung that is currently managing and operating ten powerful 100 – 300 tonne bollard pull tugs engaged in towing, handling and supplying rigs and platforms worldwide.

December was a busy time for Yuexin Shipbuilding Co. Ltd. At 2300 of 22nd December of 2010, Yuexin’s 32m ASD Tug “YX3109” was launched at their yard in Guangzhou. The 32.0m / 30.4m x 11.6m x 5.4m depth vessel with a draft of 4.79m was designed by Robert Allan Ltd. The 5,072HP vessel is powered by a pair of Niigata 6L28HX diesels and has a designed bollard pull of 65 tons and designed free running speed of 12kn. The Singapore-flagged tug is classed with

Lloyd’s Register…. The next day, on 23rd

December, Posh Fleet Services Pte. Ltd. of Singapore took delivery of their ASD tug “Posh Honesty” (Yuexin 3117). This 32.0m x 11.6m x 5.36m tug has a pair of CAT 3516Bs total 5,000BHP at 1,600RPM producing a bollard pull of abt. 60 tonnes ahead and 54 tonnes astern and a speed of abt. 12.7 – 13.0kn. Air conditioned accommodations are provided for 10 crew. Towing gear consists of a 150 ton brake electro-hydraulic single drum hawser winch forward with a capacity for 180m of high performance 64mm UHMWPE line and a 65 ton SWL tow hook. “Posh Honesty” is also fitted with

a 1,400m3/h fire pump off one of the main engines and two 600m3/h remote monitors. The Singapore flagged tug is classed ABS +A1 (E), +AMS…. The keel-laying ceremony for the two 32.0m x 11.6m Robert Allan Ltd. sister ASD tug hulls “YX3131” and “YX3132” was held at 1000 on 23

rd December. The design bollard pull of these two

boats is 70 tonnes…. On 30th December of 2010, Yuexin’s 31m ASD tug “YX3129” (photo

on left) was delivered successfully. The vessel was designed by Asia Flag Marine Technic Co.,Ltd. With 31.0m length overall, 26.7m breadth moulded, and 3.30m draft moulded, the vessel can carry 60m

3

fuel and 35m3 fresh water. Moreover, her speed reaches 13.2 knots and bollard pull

reaches 51.16T ahead and 43.69T astern. Vessel is classed CCS…. On 21

st,December 2010, the keel laying ceremony for “YX3150”, Yuexin’s 45m

azimuthing River Pushers being built for built for P&O M.S. Paraguay Company in Australia, was

held at Yuexin Shipyard. With length overall 45m, breadth of 16m, depth of 3.20m and a shallow draft of 1.83m, the vessel can reportedly carry 733 m

3 fuel oil, 148m

3

diesel oil, 562 m3 ballast water, 83 m

3 fresh water and so on. The complement is 20

men and the power is over 6,500 horsepower. The vessel is designed to have a speed of 11-12 knots and bollard pull 60T, which enables the vessel to push ten boats each with weight 2,500 tons at one time. Vessel will be classed by the American Bureau of Shipping.


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Yong Choo Kui Shipyard Sdn Bhd has delivered the 38m x 10.8m x 5.0m depth AHT “Victory” (Hull No. 28007) to Sedna Towage & Offshore Lda, care of An Do Fe Shipping Management Srl of Italy. She is powered by twin CAT 3516Bs developing a total of 5,150BHP with fixed pitch props in kort nozzles, providing a bollard pull of at least 65 tonnes ahead and free running speed of 14kn. Vessel was built under Bureau Veritas class to European standards and is now classed RINA C+ Special Service – Multipurpose Anchor Handling Tug; Unrestricted Navigation. She can carry 70 tonnes cargo on her 130m2 wood sheathed aft deck. “Victory” is fitted for offshore work with 150mt SWL shark jaw, 150mt towing pins, 1,500mm x 3,500mm stern roller, 2.0mt SWL marine crane, 1,400m3/h firefighting, bow thruster, 150mt brake double drum waterfall anchor handling and towing winch and a 10mt @ 15m/min tugger winch. Vessel is registered under Portuguese flag out of Funchal.

During the nine months ended December 31, 2010, Tidewater took delivery of seven newly-built vessels and acquired 19 vessels from third parties. Of the seven newly-built vessels added to the fleet during the nine months ended December 31, 2010, three were anchor handling towing supply vessels. The AHTSs were constructed at two different international shipyards for a total approx. cost of $62.1 million and varied in size from 5,150 to 13,570BHP. Of the 19 acquired vessels added to the fleet during the nine months ended December 31, 2010, 16 were anchor handling towing supply vessels (nine 5,150BHP, two 8,000BHP and five 9,500BHP). At December 31, 2010, Tidewater had eight anchor handling towing supply vessels under construction, varying in size from 5,150 to 8,200 BHP, for a total capital commitment of approximately $140.8 million. Two different international shipyards are constructing the vessels. Scheduled deliveries for the eight vessels will begin in April 2011, with the last vessel scheduled for delivery in February 2012. As of December 31, 2010, Tidewater had expended $92.2 million for the construction of these eight vessels. At December 31, 2010, Tidewater also had agreed to purchase 10 anchor handling towing supply vessels and one platform supply vessel. The aggregate approx. purchase price for these 11 vessels is $143.7 million. Tidewater took possession of one anchor handling towing supply vessel in January 2011 for an approx. purchase price of $11.7 million and expects to take possession of eight of the remaining nine anchor handling towing supply vessels throughout calendar year 2011 and the final anchor handling towing supply vessel in February 2012 for an aggregate purchase price of $110.0 million.

Signet Maritime of Pascagoula, Mississippi are the first to install CAT C175 ACERT 16-cylinder main propulsion diesels rated at 3,417BHP each on their two support/escort tugs being built in Gulfport, MS. These engines represent the next generation in technology for addressing needs of emissions and hazardous location applications and meet offshore emissions requirements, including EPA Tier 3, EU Stage IIIA, and IMO Marine Tier II. The Robert Allan Ltd. designed RAstar 3100 tugs are engineered to provide superior ship handling, escort, and sea-keeping performance. Slated for an October 2011 delivery, these highly specialized terminal support/escort tugs will provide marine services for Angola

LNG Supply Services vessels into the Port of Pascagoula. J. Barry Snyder, president of Signet, stated, “A vital evolution for this decade is the initiation of Tier 3 environmental protection with internal combustion engines and we are the first to install the new Cat C175-16 EPA Tier 3 engines on ASD tugs.” Signet is a strong proponent of using green technology and protecting the environment; using these new engines will result in lower emissions, improved performance, and reduced fuel consumption. The new engines accomplish this with support of CAT ACERT technology, a combination of advanced electronics/monitoring systems, increased engine efficiencies through computer aided design, and modernized common rail fuel injection systems.


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Donjon Shipbuilding and Repair of Erie, Pennsylvania completed the 135.5’ x 50’ x 26’ depth, twin screw ATB tug “Ken Boothe Sr.” after moving the tug in December from the 1,250’ graving dock to an ice-filled wet berth within the facility where she was completed. This new state-of-the-art self-unloader, being built for a joint venture between Donjon and its partner Seacor Holdings, Inc., is expected to enter service the beginning of Spring 2012, as the first new bulk carrier in the Great Lakes fleet in years. The 10,876BHP tug is powered by a pair of long-stroke MaK 8M32C engines producing 4,000kW each at 600RPM. At a combined length of over 913’, the articulated tug “Ken Booth Sr.” and 740’,

34,000dwt companion barge “Seajon Enterprise” in their combined configuration are about 69’ longer than the 135’ “Joyce L. VanEnkevort” and her 740’, 39,000 ton barge “Great Lakes Trader” with a combined length of 844.8’, which the new unit was reportedly based on. Donjon Shipbuilding and Repair, LLC was created in December 2009 through an agreement with the Erie-Western Pennsylvania Port Authority, whereby Donjon acquired the 44-acre site and assets of former Erie Shipbuilding on Lake Erie, Pennsylvania. The tug is named for Mr. Kenneth Boothe, Sr., former President of Donjon Shipbuilding and Repair, who passed away suddenly on 4

th June 2010 at his home in

Waterford, Pennsylvania after 45 years in the shipbuilding and marine industry. Tug and barge will be linked with a Hydraconn system, developed by All Purpose Marine Products, Inc. (APMP) of Bark River, Michigan, which reportedly has fewer moving parts for low and easy maintenance, allows for fast and positive connect and disconnect and real time monitoring of seaway and actual loads and does not require ship’s power for an emergency disconnect. Hydraconn connection systems are also being used on the tug “Undaunted” for Lake Michigan Car Ferry Co., ATB “Joseph H. Thompson, Jr.”, the 10,000HP “Joyce L. VanEnkevort” with her 39,000 ton barge “Great Lakes Trader”, the 7,200HP “Dorothy Ann” 606’ barge “Pathfinder”, and in 2000 the 8,000HP “Jane Ann IV” with her 21,000dwt, 594’ self discharge bulk barge “Sarah Spencer” which are currently being offered for sale by Marcon as exclusive brokers. On 4

th January 4th, 2011, Washburn & Doughty Associates, Inc. of East Boothbay, Maine began construction of a

93’, 6,000HP Z-Drive Tug, Hull 101, for the Moran Towing of New Canaan, Connecticut. Washburn & Doughty is building the 93’x38’ vessel to its newest in-house design. This new design is based upon W&D’s successful 92’ x 32’ design, of which there are 22 tugs in operation. The increased length and beam will allow for increased horsepower

over the 92’ tug, while maintaining the maneuvering characteristics and handling capabilities that made the original design such a success. The vessel will measure 93’ x 38’ and be classed ABS +A1, +AMS, Towing Vessel, Escort Vessel. The vessel will admeasure less than 300 gross tons US regulatory tonnage. The tug will be powered by two MTU M63L16 cylinder series 4000 main engines each rated at 3,000BHP at 1,800RPM. The propulsion units will be Schottel model SRP 1515 FP drives, equipped with stainless steel propellers measuring 2,600mm and nozzles lined with stainless steel. Bollard pull is anticipated to be 70mT ahead and 66mT astern. The vessel will be outfitted with two John Deere model 6068TFM76, Tier 2 emissions certified 1,800RPM marine engines providing 99kW, 120/208 VAC, 3-

phase power. Under normal conditions one generator will be on-line for ship’s service and the other will be on standby. In the event that the on-line generator fails, the standby generator will automatically go on-line and the generator experiencing the failure will automatically shut down. The vessel will be equipped with a Markey DEPC-48 electric hawser winch forward and a Markey CEWC-60 electric hawser capstan aft. Bow fendering will be two courses of cylindrical fender up high along with soft loop and wing type sub fender below. A course of D-fendering, measuring 12” x 14”, will be fitted at the main deck extending from the bow fenders at the sides and around the stern. Accommodations will be provided for seven crew members. Washburn & Doughty is also currently building two Z-Tech 7500 Class Terminal/Escort Tugs.


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When is a fireboat a tug? When is a tug a fireboat? The fitting of fire-fighting capacity on harbor tugs is very common, but typically those installations are limited to up to the capacity of the Class Society Fi-Fi 1 designations with a total pump capacity of 2,400 m³/hour. However when an Owner requires a major terminal support tug with significant towing and ship-handling capabilities, AND a Fire-Fighting II capability of 8,400 m³/hour, the result is an exciting combination of the best attributes of both vessel types. The contract for design and construction of the new vessel was awarded to the trading company Al Boom Marine of Kuwait, who retained Robert Allan Ltd. to develop the new design for a major fire-fighting tug for operation in the Kuwait Port of Shuwaikh. The construction contract was awarded to Simulation Tech Inc. (STI) of South Korea. The new 39.1m x 13.5m x 6.1m depth vessel “Mojaweb” was delivered in early March 2011, and is currently sailing under its

own power from Korea to the Middle East. Due to a requirement for continuous operation in the significant sea states of the Arabian Gulf, the choice of the RAstar hull form for this project was an easy one. The RAstar family of tug designs represents a truly unique and significant development in offshore tug design. The hull form incorporates a significant outward flare (or sponson) on the upper hull sides. This trade-marked concept was developed by and is unique to tugs designed by Robert Allan Ltd. When the tug is heeled over under influence of the towline during an escort operation, the sponson is submerged and a large righting force is generated to improve the stability, thus increasing the available towline force. In addition, the hull has a large extended skeg, also designed to provide increased roll-damping. This design approach is far superior to simply making a tug "fatter" on the waterline, and results in better fuel economy in all aspects of operation. The RAstar hull form also provides dramatic reductions in roll amplitude and roll accelerations compared to old-style, wall-sided tug hull forms, and thus provides a much safer and more comfortable platform for the crew. This type of performance was one of the stated objectives of the international SAFETUG JIP in which Robert Allan Ltd. were an active participant, and the RAstar hull form demonstrates superior performance to any

concepts evaluated during that project. Extensive private model tests indicate that the roll accelerations of a RAstar hull are about 60% lower than in a typical hull form of the same overall dimensions and displacement. Capacities of this new RAstar 3900 Class fire-fighting tug include 252m3 fuel oil, 57m3 potable water, 38m3 fire-fighting foam and 67.8m3 water ballast. “Mojaweb”, although equipped primarily as a fireboat, is also equipped for typical tanker support and ship-handling work, with a hawser winch on the fore deck, and a 75 tonne SWL tow hook aft. The accommodation is arranged for an operating crew of up to 14 persons, with a berthed crew of nine, but it also has the capability to accommodate survivors and/or additional fire-fighters. The spacious officer's cabin is located on the upper deck, with private en suite facilities. Two additional four-man crew cabins are located on the lower deck, served by a common lavatory facility. A compact but fully equipped galley serves a large common mess area on the main deck, the latter also doubling as a conference/meeting room/ command centre. The wheelhouse is designed to provide maximum all-round visibility from a single split type master console forward, and a fire-fighting console aft. “Mojaweb” was built in accordance with Lloyd's Register of Shipping 100 A1 Escort Tug, Fire-Fighting Ship 2 (8,400 m³/hour), with Water spray, LMC. The propulsion machinery consists of a pair of Wärtsilä 6L26 medium-speed diesels, each rated 1,946kW at 1,000RPM. These each drive a Wärtsilä-Lips CS250-CP Z-drive unit, with a 2,400mm diameter propeller. Fi-Fi II Fire-fighting capability is provided by a centre independent pump engine, Wärtsilä 8L26 diesel, rated 2,590kW at 1,000RPM driving two pumps, each rated at 2,400m3/h, and a pair of 1,800m3/h main engine-driven pumps. Auxiliary power is provided by a pair of CAT C-18 diesel gensets, each rated 275ekW. “Mojaweb” was designed to have a minimum bollard pull of 60 tonnes ahead and 12kn minimum free running speed.


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Multraship Towage & Salvage BV christened its two newest ASD multipurpose tugs in a special ceremony at the Portaal van Vlaanderen in Terneuzen, the Netherlands, on 4

th February. Joan Nuijten-Muller of Multraship performed the

christening ceremony on “Multratug 18”, which was delivered in 2009 by the Vega Shipyard in Bandirma, Turkey. “Multratug 18” is 35.7m x 11.50 m, and is designed for a multi-role capability for harbor, escort and sea towage as well as fire-fighting and salvage roles. It is chiefly employed in a deep-sea role, but can be deployed as and when needed in the River Scheldt area. “Multratug 18” has FiFi 1 fire-fighting, salvage, escort towage and oil recovery notations, and is powered by two ABC 8DZC diesels, which deliver 70 tons bollard pull. It has a double drum winch aft and a single drum winch forward and a free running speed of 13.5 knots. Tug is classed by Italian classification society RINA and is registered under the Dutch flag. Eline Muller of Multraship, meanwhile, christened “Multratug 3”, which was built in Vietnam by Damen Shipyards and delivered to Terneuzen in late December 2010. “Multratug 3” will mainly operate for Antwerp Towage NV, a 50/50 joint venture between Multraship and Fairplay Towage, but will also be available for emergency response work, including fire-fighting, in the River Scheldt area. With FiFi fire-fighting, a max bollard pull of 94.7 tonnes, an overall length of 32.14m and beam of 13.29 m, “Multratug 3” is capable of a speed of 14.7 knots. It is classed by Lloyd’s Register and is registered under Dutch flag. Powered by twin CAT C280-8s, she is currently the strongest tug in the area. Also on display at the christening ceremony was Multraship’s floating sheerlegs “Cormorant”, recently upgraded to 600 tonnes lifting capacity and with its new A-frame proudly in place.

Both new 28.3m x 12.0m x 6.0m draft, 90 tonne bollard pull URAG Unterweser Reederei GmbH RT-80r design tugs “Geeste” and “Hunte” are already in business in the port of Bremerhaven after the ships christening ceremony on 3rd of December 2010. Powered by three ABC 8DZC diesels driving three Schottel 1215 CP azimuthing thrusters, the Germanischer Lloyds classed Rotor tugs were built by ASL Shipyard Pte. Ltd. in Singapore. Since 1890 Unterweser-Schleppschifffahrtsgesellschaft - the present Unterweser Reederei GmbH - has operated on the river Weser with their tugs.

Swire Pacific Offshore Operations, headquartered in Singapore, acquired four UT786 Clean Design, Fi-Fi II, DP2, Comfort Class, 190 tonne bollard pull, 16,314BHP AHTSs. The first vessel, the “Pacific Champion” (ex-E.R. Cristina, ex-Sekwang Ulsan 1189), being originally built for ER Schiffahrt GmbH, is scheduled for delivery on 24th February. The other three, “Pacific Commodore”, “Pacific Centurion”, and “Pacific Crusader” will deliver between 3Q2011 and 3Q2012. Built at SekWang Heavy Industries in Ulsan, Korea at a reported cost of about US$ 75 million each, this new category of 86.0m x 19.9m C-Class AHTSs complements Swire’s existing fleet of 75 vessels. The new vessels, powered with Bergen B32:40V12P Rolls Royce diesels, are built to Clean Design, Ice C Class and Comfort 3 notations and equipped with 400 tonne line pull winches. Enhanced with DP2, Fi-Fi 2 and Oil Recovery capabilities, these powerful, high spec vessels are suitable for a variety of offshore tasks, particularly in deepwater and harsh environments. "The new vessels are an excellent addition to SPO's fleet, and are in keeping with our commitment to provide our customers with the highest standards of safety and operating performance", commented Managing Director, Brian Townsley. "The build quality is superb and we expect the vessels flexibility, environmentally conscious design and high specification to be very well received by the market."

In our “better-late-than-never” reporting, last September 2010, Sudamericana Agencias Aereas of Chile (SAAM) held the christening ceremonies for their new tugs “Cormoran I”

in Valparaiso and the “Fardela” and “Caranca” in Talcahuano. Like the 2009 built “Fardela”, the 26.5m x 9.8m, 4,462HP “Cormoran I” 2010 built tug from Jiangsu Wuxi Shipyard in China is powered by Cummins QSK60-M diesels. The 30.0m x 11.6m “Caranca” was built by Detroit Chile SA in Puerto Montt and powered by 2,000kW MTU

16V4000M61s producing a total of 5,438HP. “Cormoran I” is the second tug of its type providing shipdocking, undocking and towing in the port of Valparaiso. National Business

Manager, Christian Irarrázaval said the objective of this latest acquisition "is to renew fleet oldest and catch up with the technology being used in the various ports to comply with regulations Maritime Authority, according to the characteristics of new ships that are calling in Chile and handling is needed in ports."


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An inaugural ceremony was also held on 11th November with the blessing of SAAM’s

tug “Chucao”, the second unit operating in Chile’s southernmost region providing docking, undocking, towing and assistance to ships. In his speech, general manager of SAAM, Alejandro Garcia Huidobro, stressed the importance of incorporating the port of Punta Arenas tug of modern technology, suitable for the demands of ships today. The 30.0m “Chucao”, like the “Caranca” delivered earlier, was built by Detroit Chile SA and also powered by 2,000kW MTU 16V4000M61s

Unie van Redding Sleepdienst’s (URS) latest new building, AHT tug “Union

Wrestler” arrived in Zeebrugge, Belgium in January. “Union Wrestler” is a sister vessel of the previously delivered 86 tonne bollard pull tugs “Union Warrior”, “Union Boxer” and “Union Fighter”. Built by Astilleros Armon S.A. of Navia, Spain as Hull

676, the 40.65m x 12.70m x 6.90m depth ASD tug is powered by twin ABS 12VDZC 4-stroke diesels developing a total 5,304kW (7,212HP). Tug is classed LR +100A1, Tug, Fi-Fi Ship 1 (2,400m3/h) with water spray, +LMC, UMS.

Abu Dhabi Ports Company (ADPC) has announced tug boat and pilot boat contracts worth AED 66 million for Khalifa Port with two Emirati boat building companies. Riviera Boat Industrial Investment, based in Sharjah, has been appointed to build one pilot boat, and

Grandweld, based in Dubai has been appointed to build two tug boats for the first phase of

the project. The signing ceremony took place at the World Ports and Trade Summit in Abu Dhabi, of which ADPC are the hosts, following a competitive international tender process. The three vessels will operate in Khalifa Port, Phase 1 of which is being constructed adjacent to the Kizad (Khalifa Industrial Zone Abu Dhabi) site at Taweelah. The first

phases of both mega-projects will see their infrastructure completed by Q4 2012, with Phase 1 of Khalifa Port able to handle 2 million TEUS and 12 million tonnes of cargo. Commenting on the order, Capt Mohamed Al Shamisi, VP of Ports Operations, ADPC, said: “This is a milestone order not only for Khalifa Port but also for ADPC. The Emirati yards in question build consistently excellent quality vessels and the contracts pave the way for the exciting full opening of Khalifa Port’s first phase. The fact that ADPC has placed these orders emphasizes our full commitment to completing the infrastructure and superstructure to Khalifa Port Phase 1 to budget and on time”. Grandweld will build two tug boats, each with a bollard pull of 55 tonnes and a length of 32 meters. Both tugs will operate in Khalifa Port from Q4 2012 and will be capable of berthing/un-berthing, escorting vessels and fire fighting on a 24 hour basis. The cost for both tugs is AED 61 million (nearly US$ 17 million). All three boats will be ready to escort ships into Khalifa Port from Q4 2012. They will also be able to assist ships berthing at the Emirates Aluminum facility in Khalifa Port, which has been in operation, receiving raw material, since November 2010. Greenbrier Companies’ of Lake Oswego, parent of barge builder Gunderson Marine, revenue for the fiscal first quarter of 2011 ending November 30, 2010 was $201.4 million, up from $171.7 million in the prior year's first quarter. Greenbrier’s net loss for the quarter was $2.3 million compared to a net loss of $3.2 million in the prior year's first quarter. New railcar deliveries in the first quarter of 2011 were 1,050 units, compared to 350 first quarter 2010. Greenbrier's new railcar manufacturing backlog as of November 30, 2010 was 8,100 units with an estimated value of $580 million. During the first quarter, Greenbrier received orders for 4,100 new railcars. Subsequent to quarter end, orders were received for 1,900 additional units. The combined value of these new railcar orders is approx. $400 million. Marine backlog was $10 million as of November 30, 2010. Subsequent to quarter end, Greenbrier received a new barge order valued at less than $5 million. Manufacturing segment consists of marine and new railcar production in Europe and North America. Manufacturing segment revenue for first quarter 2011 was $85.4 million, compared to $60.1 million first quarter 2010. The revenue increase was primarily due to higher railcar deliveries, somewhat offset by a decline in barge production and a change in new railcar product mix with lower per unit sales prices. Current quarter railcar deliveries of 1,050 units were up from 350 units in the prior comparable period. Manufacturing gross margin for the third quarter was 6.7% of revenue, compared to 7.0% first quarter of 2010. The slight decrease was primarily due to a reduction in marine production and inefficiencies associated with the ramping up of production at certain facilities idled in the previous year. Based on current business trends, management continues to anticipate that revenue will be higher in fiscal 2011, with the second half of the year stronger than the first.


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Wärtsilä Corporation reports 2010 contracting activity stronger than expected. The number of vessels contracted in 2010 represented an increase of 75% compared to the previous year. This was a much faster and more significant recovery than expected. The improvement was backed by a recovery in trade and ship owner earnings, as well as by attractive new building prices. A more positive outlook for ship financing, together with low interest rates, also contributed to the development. While the first half of the year was characterized by high contracting activity for bulk carriers, the second half saw a

similar increase in contracting activity for container vessels and more specialized vessel types. The offshore segment continued strong throughout the year and demand was good especially for floating production units. In the fourth quarter demand for more specialized vessels was good. As expected, the Asian shipbuilding market, and especially China, emerged stronger than earlier after the downturn. In 2010, China secured the majority of global new building orders, followed by Korea. Both Japan and Europe lost market share in 2010. Growing shipbuilding nations, such as Brazil, were active throughout the year and secured a good share of orders. In 2010, Chinese ship owners were the most active, ordering more than 20% of all vessels ordered. German owners, traditionally strong in shipping, were slow in ordering whereas Greek owners continued to be active. Wärtsilä’s market share in medium speed main engines increased from 32% at the end of the previous quarter to 42%. Wärtsilä’s market share in low speed main engines increased slightly to 13% (12). In auxiliary engines the market shares increased slightly to 4% (3). During 2010, the global economic downturn had its effect on the marine service market which focused strongly on cost savings. Marine customers, especially in the merchant segment continued to limit their maintenance and modernization investments. A large number of ships were slow steaming which reduces maintenance and repair expenditures. At the end of the year, the amount of idled vessels had decreased to 6% from its peak of 10% at the beginning of 2010. The Group order intake for the fourth quarter totaled EUR 1,003 million (823), 22% higher than the corresponding period last year. The book-to-bill ratio for the fourth quarter was 0.69 (0.54). The fourth quarter order intake for Ship Power totaled EUR 178 million (54), 227% above the corresponding period last year. During the quarter, Wärtsilä received an important order for LNG Platform Supply Vessels (PSVs) from the Norwegian operator Eidesvik Offshore. This and other orders in the Offshore segment highlight the success of Wärtsilä’s strategy to be a system integrator, ship designer, and solutions provider. During the last quarter Wärtsilä was also successful in the big cruise vessel market, endorsing its traditionally strong position in this area. The Offshore segment represented 34% of total orders, Merchant 20%, Special vessels 19%, Cruise & Ferry 21% and Navy and Ship design 2% and 4% respectively. Compared to the previous quarter, order intake increased by 1% (EUR 176 million in the third quarter of 2010). Wärtsilä’s order intake for the review period January-December 2010 totaled EUR 4,005 million (3,291), an increase of 22%. The book-to-bill ratio for the review period was 0.88 (0.63). Wärtsilä Ship Power’s order intake for the review period was EUR 657 million (317), an increase of 107% over the corresponding period last year. The market started to show small signs of recovery in the first quarter of 2010, leading to increased ordering activity for Wärtsilä Ship Power from the second quarter of 2010. Wärtsilä noted increased activity in the Offshore segment throughout the year and secured several offshore orders during the period. Although the recovery of the shipbuilding markets has been much stronger than anticipated, the market fundamentals in some vessel segments remain unchanged. There is overcapacity, especially in the merchant segment, as order books are still being delivered and ordering activity has been strong in this segment in 2010. Wärtsilä’s view on the developments in the merchant segment is cautious for 2011. The strengthening of the offshore segment as well as other more specialized vessel segments important for Wärtsilä, is expected to continue in 2011. Interest in the use of natural gas as fuel in the shipping industry is expected to continue, providing good potential for Wärtsilä within this field. In 2011, the prevailing conditions will continue to affect competition and price pressure among shipbuilding suppliers. Wärtsilä expects that its Ship Power order intake in 2011 will be moderately better than in 2010. Wärtsilä expects its net sales for 2011 to grow 3-5% and operational profitability (EBIT% before nonrecurring items) to be around 11%.


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Caterpillar Inc. of Peoria, Illinois reported sales and revenues of $42.588 billion for 2010, an increase of 31% from $32.396 billion in 2009. Profit in 2010 was $2.700 billion, an increase of 202% from 2009 profit of $895 million. Fourth-quarter sales and revenues were $12.807

billion, an increase of 62% compared with $7.898 billion in the fourth quarter of 2009. Fourth-quarter profit of $968 million was 317% higher than profit of $232 million in the fourth quarter of 2009. “As the global economy continued to improve, the demand for Caterpillar products increased substantially with fourth-quarter sales and revenues up 62%. 2010 was a good year, and we accomplished a great deal. We substantially ramped up production, improved factory efficiency, drove Machinery and Engines (M&E) operating cash flow to an all-time record, launched a number of capacity additions and new product programs to prepare us for the future and announced several substantial acquisitions,” said Caterpillar Chairman and CEO Doug Oberhelman. “It was also a good year for employees, customers and stockholders. Excluding acquisitions, our workforce grew by approx. 19,000 people in 2010. Led by U.S. exports of $13.4 billion, about 7,500 of the 19,000 were added in the United States, representing a 15-percent increase in our U.S. workforce. We renewed our focus on customers with continued improvement in product quality and significantly increased production. For stockholders, we raised our dividend, and Caterpillar stock performance was the best among the companies comprising the Dow Jones Industrial Average in 2010,” Oberhelman added. Caterpillar expects sales and revenues in 2011 to exceed $50 billion. That is an increase from sales and revenues of $42.588 billion in 2010. The outlook for 2011 includes the acquisition of Electro-Motive Diesel, but does not include the acquisitions of Motoren-Werke Mannheim Holding or Bucyrus International because they had not yet closed as of the time of the report. Continued growth in developing countries, improving economies in North America and Europe, strong demand for mining products and the need for dealers to add to inventories and replenish rental fleets should all contribute to higher sales in 2011. The increases are likely to be mitigated somewhat by small declines in later cycle industries, such as turbines and marine engines. “The outlook reflects our expectation that the world economy will continue to recover and that Caterpillar is positioned to win by providing customers with products and support that are unmatched in the industry. It’s this commitment to helping our customers succeed that will drive results for Caterpillar,” Oberhelman said. “We are also investing in longer-term growth. We made a number of announcements in 2010, including three new facilities in the United States and five outside the United States, primarily related to multi-year increases in capacity for key products like mining trucks and excavators. Our 2011 outlook for capital expenditures is about $3 billion—with more than half in the U.S. These investments in our future will add cost in the short term but are essential to be prepared for continued growth as the economic environment improves,” he added. “We feel good about our performance in 2010, coming off a very challenging 2009. We have updated our strategy, aligned the organization and are clearly focused on our customers. Investments are being made in new product development, additional capacity and strategic acquisitions that position us well for long-term growth and profitability,” Oberhelman said. Caterpillar’s global engine sales were $12.1 billion, an increase of $708 million, or 6%, from 2009. North American sales increased $451 million or 12% as sales for industrial applications increased 24% and electric power applications increased 27%. Sales for petroleum applications though decreased 4% primarily due to lower turbines sales and a decrease in sales of engines used for gas compression and drilling. Sales in Latin America increased $485 million, or 45%. Sales for petroleum applications increased 35% due to higher turbine sales from one large order and electric power applications increased 101% due to higher turbine sales from one large order and improvements in industry demand. EAME, or Europe, Africa, the Middle East and the Commonwealth of Independent States (CIS) decreased $274 million, or 6% as sales for petroleum applications fell 29% and sales for marine applications decreased 31% due to weak industry demand and a declining order backlog. Asia / Pacific engine sales increased $46 million, or 2% primarily due to sales for electric power applications being up 22% and industrial applications up 47%. Sales for petroleum applications though were down 8% due to lower turbine sales, partially offset by an increase in sales with Chinese land-based drill activity. Sales for marine applications fell 18% due to weak industry demand, partially offset by higher sales for workboat and general cargo vessels.


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Revenues at CAT Financial were $2.721 billion, a decrease of $135 million, or 5% from 2009. Caterpillar’s worldwide full-time employment was 104,490 at the end of 2010 compared with 93,813 at year-end 2009, an increase of 10,677 full-time employees. In addition, it increased the flexible workforce by 11,046 for a total increase in the global workforce of 21,723. The increase was a result of higher sales, led by demand from developing economies that drove significantly higher worldwide production and exports from the United States. In addition, acquisitions, primarily EMD, added 2,715 people.

Caterpillar expects most governments will maintain economic policies designed to extend the economic recovery through 2011. They are forecasting that the world economy should grow more than 3.5%—a growth rate similar to 2010. In addition, they expect construction activity to improve in most countries. Industrial production is recovering throughout the world but has not returned to pre-recession levels in most countries. Caterpillar believes that incomplete recoveries in industrial production, coupled with high levels of unemployment in many countries, indicate that the world economy has capacity for above average growth. Inflation increased in most countries from lows reached during the financial crisis but remained well below prior peaks. Caterpillar believes that excess capacity and generally moderate rates of money growth suggest inflation problems will be largely confined to some of the faster growing developing economies. Most governments and central banks are expected to regard job creation rather than inflation fighting as their dominant economic problem. Central banks in many developing countries are expected to increase interest rates but keep them below 2008 peaks. Major developed economies, faced with high unemployment, will likely be cautious about tightening economic policies. Most energy and metals prices have increased since early 2009, and most are currently very attractive for new investment. Caterpillar expects average prices to be higher in 2011 than in 2010. Their forecast assumes copper prices will average $4.25 per pound; West Texas Intermediate oil, $92 per barrel; and Central Appalachian coal, $72 per ton. Growth in consumption of most commodities is concentrated in Asia/Pacific, and meeting that demand will likely require increased commodity production and investment. Caterpillar projects worldwide production of key metals will increase, ranging from approx. 2% for copper, which faces production constraints, to 9% for iron ore. Higher commodity prices, particularly for oil, are expected to drive inflation concerns similar to those that occurred prior to the financial crisis. Caterpillar’s analysis suggests that higher prices are a result of insufficient production capacity to meet the needs of a growing world economy. The recent recession showed that sharply lower demand provided only temporary price relief at a cost of delaying needed capacity investment. Caterpillar anticipates that economic growth in the developing economies will moderate from 7% in 2010 to about 6.5% in 2011. Caterpillar expects that should be sufficient to encourage growth in construction. In response to the recession, developing economies cut short-term interest rates. Rates have risen from their recession lows, and Caterpillar expects further increases in 2011. However, Caterpillar expect average rates for 2011 will remain below the 2008 peaks. Caterpillar expects economic growth in Asia/Pacific will slow from 8.5% in 2010 to 7.5% in 2011. China has been tightening policies, and this will account for much of the slowing. India and Indonesia, two large economies in the region, are both expected to grow almost as fast as in 2010. Caterpillar expects continued construction growth in most countries in the Asia/Pacific region. Latin American economies are expected to slow from approximately 5.5% growth in 2010 to 4.5% in 2011, largely the result of interest rate increases in Brazil and Chile. High metals and coal prices should encourage more mining investment and production, and construction should continue to grow. Growth in the economies of Africa/Middle East and CIS are expected to improve from slightly below 5% in 2010 to more than 5% in 2011. Higher metals and energy prices should encourage producers to increase output further. Construction should improve in the larger economies, ending the weakness that persisted in some countries during 2010.


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Developed economies grew almost 2.5% in 2010, a rate of growth that was too low to make much improvement in high rates of unemployment. Moderate monetary growth and high unemployment leads CAT to believe that inflation will not be a problem. As a result, Caterpillar expects both U.S. and Japan will keep short-term interest rates stable in 2011. Caterpillar expects the European Central Bank may raise rates 25 to 50 basis points if the current government debt crisis moderates. Recent data suggest the U.S. economic recovery is strengthening, and Caterpillar believes the U.S. Federal Reserve’s program to expand its balance sheet will further benefit growth. CAT projects the economy will grow about 3.5% in 2011, which would be the best rate of growth since ‘04. Better growth and employment gains should help increase housing starts from about 600 thousand units in 2010 to as many as 800 thousand units in 2011 but would still make 2011 the third worst year for starts since 1945. Nonresidential construction indicators are beginning to improve, and orders should increase, which would end three years of decline. CAT forecasts 2% economic growth in Europe in 2011, a small improvement from 1.9% growth in 2010. Construction, even in the Euro-zone, is recovering, and further gains are likely. The European Central Bank voiced concern about inflation, but the European debt crisis may limit its ability to tighten policy. Despite the best economic growth since 1990, the Japanese economy has not recovered output lost in the last recession (pre-earthquake & tsunami). Further additions to liquidity should allow at least 2.5% growth in 2011 and some growth in construction. Caterpillar is concerned that central banks in developed economies may begin tightening economic policies too quickly. Modest interest rate increases in both Australia and Canada, two of the stronger developed economies, quickly caused some weakness in construction indicators. Larger, more fragile economies would likely react even more unfavorably to significant economic tightening. World economic recoveries have diverged, disrupting the consensus on economic policies developed early in the financial crisis. Policy differences are creating trade and currency tensions and increase potential for trade frictions.

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Cummins Inc. reported record profits for all of 2010, as well as record quarterly sales and profits for the fourth quarter, on the strength of significant growth in key international markets and improved productivity in global manufacturing operations. Fourth quarter sales were $4.14 billion, up 22% from $3.40 billion during the same period in ‘09. Earnings Before Interest and taxes (EBIT) were $541 million, or 13.1% of sales, a 41% increase from $383 million, or 11.3% of sales. Fourth quarter ‘09 results include a pre-tax charge of $4 million to cover the costs associated with restructuring. Net income attributable to Cummins was $362 million compared to $270 million in fourth quarter ‘09. For

the fourth quarter, the Engine, Components and Distribution segments all reported record sales and segment EBIT. The Power Generation segment, which was affected by the recession later than Cummins’ other business segments, continued to rebound and reported strongly higher sales and segment EBIT than during the same period in 2009. For the full year, sales were $13.23 billion, up 22% from $10.80 billion in ‘09. EBIT of $1.66 billion, or 12.5% of sales, increased 114% from $774 million, or 7.2% of sales excluding restructuring and other charges, in ‘09. Net income attributable to Cummins was $1.04 billion from $428 million in 2009. Full-year 2010 sales were second only to 2008, while EBIT and net income attributable to Cummins Inc. were Company records. Three of Cummins’ four business segments - Engine, Components and Distribution - reported full-year record earnings, while Power Generation also posted strong sales and profit gains from the previous year. Cummins’ strong performance in 2010 came despite a significant decline in its important North American truck engine markets, which were affected by the continued weakness in the U.S. economy and a change in emissions standards. Engine shipments to the North American heavy-duty truck market fell 61% and 44% to the North American medium-duty truck and bus markets. Those decreases were more than offset by growth in international markets, particularly China, India and Brazil, and Cummins continues to benefit from actions taken over the past two years to improve the productivity of manufacturing operations around the world. Sales in China and Brazil increased by more than 70%, while sales in India rose 37% for the year. Cummins' total international sales increased by 48% from ‘09 and accounted for 64% of the total sales in 2010. "2010 was the best year in the Company's history," said Chairman and CEO Tim Solso. "The fact that we were able to achieve record profitability in the face of a sharp decline in large North American on-highway markets speaks to the global strength of our business and the work we did to keep the Company strong during the recession. Given our strong balance sheet, the expected recovery of our North American markets and the global growth opportunities in front of us, we are forecasting further significant growth in 2011 and beyond." Based on current forecasts, Cummins expects sales to grow to $16 billion in 2011 and EBIT to be 13.5% of sales. In addition to the expected economic recovery in North America, Cummins also is forecasting further strong growth in China, India and Brazil as well as in other parts of the world, including Mexico, the Middle East and Europe. Cummins expects to invest $600-$650 million in capital expenditures in its consolidated operations. In addition, Cummins expects its joint ventures to make $300 million worth of capital investments in their operations to expand their businesses.


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360 degree steerable propulsion units are increasingly being used in diesel-electric powered vessels. Even tugs with relatively high bollard pull ratings are now being equipped with diesel-electric systems. With the Combi Drive, Schottel is offering a solution that sets a trend in terms of its ecological standards. Two Svitzer Ecotug

®s are currently being equipped with a dual system

in the stern, comprising Schottel Combi Drive SCD 1515 thrusters. To meet the requirements, a single propeller version of the SCD with nozzle was selected. This version of the Combi Drive lends itself particularly to situations where static thrust and part-load operation are required. Each SCD thrusters has an input power of 2,100kW at a speed of 700RPM. Three independent generators supply the propulsion system with energy. If sufficient for the task in hand, only one generator is used. Additional generators are activated as required during operation. The Schottel Combi Drive is based on the Schottel Rudderpropeller, a concept already proven. In addition, a frequency-controlled electric motor is vertically integrated into the support tube of the Rudderprop. This means that the Combi Drive, like the L-type Rudderpropeller, has just one reduction stage, resulting in increased mechanical efficiency. At the same time, the SCD offers the same compact design as a Z-type Rudderpropeller. The result is a powerful azimuthing thruster that eliminates an above-water gearbox and shafting, and sets itself apart due to its slim line and maintenance-friendly design. The shipyard also benefits from implementation of the SCD: the propulsion system is easy to install and no motor foundation is required. Thrusters are operated in conjunction with Schottel steering and control systems, which allow course direction and azimuth angle to be set, and various operating and control modes selected. The Ecotug®s are equipped with STT 110 Schottel transverse thrusters with fixed-pitch props powered by an electric motor. This maneuvering aid enables the thrust direction to be reversed without the need for an additional reversing gearbox. As of 30

th January 2011, MarineLog and Tim Colton reported 37 tugs on the order books in the U.S., down six from

the last report in November. In addition to these, there are also two Canadian tugs on the orderbooks.

Shipbuilder Location Type Customer Yard # Name Description Delivery

Bollinger Shipyards Amelia LA Ocean Tug Crowley Maritime Ocean Wave 10,880 hp 3Q-11

Bollinger Shipyards Amelia LA Ocean Tug Crowley Maritime Ocean Wind 10,880 hp 1Q-12

Bollinger Shipyards Amelia LA Ocean Tug Crowley Maritime Ocean Sun 10,880 hp 2011

Bollinger Shipyards Amelia LA Ocean Tug Crowley Maritime Ocean Sky 10,880 hp 2012

C. & G. Boat Works Bayou La Batre AL Tug Crescent Towing 118 2010

Chesapeake SB Salisbury MD Tug Vane Brothers 95 3,000-hp 2010

Chesapeake SB Salisbury MD Tug Vane Brothers 96 3,000-hp 2011

Colle Shipyard Pascagoula MS Tug Signet Maritime 105 Signet Weatherly 3,200-hp 11-Mar

Dakota Creek Ind Anacortes WA ATB Tug Crowley Marine Legacy 16,320 hp 11-Nov

Dakota Creek Ind Anacortes WA ATB Tug Crowley Marine Legend 16,320 hp Jun-12

Dakota Creek Ind Anacortes WA ATB Tug Crowley Marine Liberty 16,320 hp 13-Mar

Derecktor Connecticut Bridgeport CT Escort Tug Boston Towing 2011

Diversified Marine Portland OR Tug Shaver Towing 5,360 hp 2012

Donjon Shipbuilding Erie PA ATB Tug 114 Ken Boothe, Sr. 2011

Eastern Shipbuilding Panama City FL Tug E. N. Bisso Elizabeth B 96 ft. 10-Dec

Main Iron Works Houma LA Tractor Tug Bisso Towboat 4,000 hp 10-Dec

Martinac Shipbuilding Tacoma WA Tug Pacific Tugboat Services Valiant 3,620-hp 2010

Martinac Shipbuilding Tacoma WA Tug Pacific Tugboat Services Reliant 3,620-hp 2010

Martinac Shipbuilding Tacoma WA Tug Pacific Tugboat Services 3,620-hp 2010

Martinac Shipbuilding Tacoma WA Tug Pacific Tugboat Services 3,620-hp 2010

Nichols Bros. Boat Builders Freeland WA Tractor Tug Bay Delta Towing 166 2010

Raymond & Associates Bayou La Batre AL Tug North Bank Towing 6,000 hp 2010

Raymond & Associates Bayou La Batre AL Tug North Bank Towing 6,000 hp 2010

Rozema Boat Works Mount Vernon WA Tug U.S. Navy (for Kuwait) 1216 65 ft. 2010

SENESCO North Kingston RI ATB Tug Reinauer Transportation 204 2010

SENESCO North Kingston RI ATB Tug Reinauer Transportation 205 2010

Trinity Offshore Gulfport MS Escort Tug Colle Maritime 6,800 hp 2011

Trinity Offshore Gulfport MS Escort Tug Colle Maritime 6,800 hp 2012

VT Halter Marine Pascagoula MS ATB Tug Crowley Marine 1984 Vision 9,280 hp 1Q 2011

VT Halter Marine Pascagoula MS ATB Tug OSG America 8,000 hp Jun-11

VT Halter Marine Pascagoula MS ATB Tug OSG America 8,000 hp Sep-11

VT Halter Marine Pascagoula MS ATB Tug (C) OSG America OSG Horizon 2011

Washburn & Doughty East Boothbay ME Tug Moran Towing 95 Lizzy B. Moran 5,100 hp 2010

Washburn & Doughty East Boothbay ME Tug Moran Towing 98 Mary Ann Moran 5,100 hp 2010

Washburn & Doughty East Boothbay ME Tug Suderman & Young Towing 99 Hercules 6,000 hp 2010

Washburn & Doughty East Boothbay ME Tug Bay-Houston Towing 100 Tristan K 6,000 hp 2010

Western Towboat Seattle WA Tug Western Towboat 17 4,200 hp 2010

Irving East Isle Georgetown PE Tug Groupe Ocean Inc. 99 2011

Sylte Shipyard Maple Ridge BC Tug Gowlland Towing 2011

(C) Completion


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The Economy and the Towing Industry According to International Monetary Fund’s January 2011 “World Economic Outlook”, the two-speed recovery continues. In advanced economies, activity has moderated less than expected, but growth remains subdued, unemployment is still high, and renewed stresses in the euro area periphery are contributing to downside risks. In many emerging economies, activity remains buoyant, inflation pressures are emerging, and there are now some signs of overheating, driven in part by strong capital inflows. Most developing countries, particularly in sub-Saharan Africa, are also growing strongly. Global output is projected to expand by 4.5% in 2011 and an upward revision of about 0.25% relative to the October 2010 “World Economic Outlook”. This reflects stronger-than-expected activity in the second half of 2010 as well as new policy initiatives in the U.S. that will boost activity this year. But downside risks to the recovery remain elevated. The most urgent requirements for robust recovery are comprehensive and rapid actions to overcome sovereign and financial troubles in the euro area and policies to redress fiscal imbalances and to repair and reform financial systems in advanced economies more generally. These need to be complemented with policies that keep overheating pressures in check and facilitate external rebalancing in key emerging economies. Global activity expanded at an annualized rate of just over 3.5% in the third quarter of 2010. A slowdown from the 5% growth rate of the second quarter of 2010 was expected, but the third-quarter rate was better than forecast in October 2010, owing to stronger-than-expected consumption in the U.S. Stimulus measures were partly responsible for the strengthened outturn. More generally, signs are increasing that private consumption—which fell sharply during the crisis—is starting to gain a foothold in major advanced economies. Growth in emerging and developing economies remained robust in the third quarter, buoyed by well-entrenched private demand, still-accommodative policy stances, and resurgent capital inflows.

During the second half of 2010, global financial conditions broadly improved, amid lingering vulnerabilities. Equity markets rose, risk spreads continued to tighten, and bank lending conditions in major advanced economies became less tight, even for small and medium-sized firms. Nonetheless, pockets of vulnerability persisted; real estate markets and household income were still weak in some major advanced economies (for example, U.S.), and securitization remained subdued. And, in an echo of last May’s events, financial turbulence reemerged in the periphery of the euro area in the last quarter of 2010. Concerns about banking sector losses and fiscal sustainability—triggered this time by the situation in Ireland—led to widening spreads in these countries, in some cases reaching highs not seen since the launch of the European Economic and Monetary Union. Funding pressures also reappeared, although to a lesser extent than during the summer. One key difference was more limited financial market spillovers to other countries. The turmoil in mid-2010 led to a spike in global risk aversion and a scaling back of exposures in other regions, including emerging markets. During the recent bout of turbulence, markets have been more discriminating: measures of risk aversion have not risen, equity markets in most regions have posted significant gains, and financial stresses have been limited mostly to the periphery of the euro area.


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Activity in the advanced economies is projected to expand by 2.5% during 2011–12, which is still sluggish considering the depth of the 2009 recession and insufficient to make a significant dent in high unemployment. Nevertheless, the 2011 growth projection is an upward revision of 0.25% relative to October, mostly due to a new fiscal package passed in late 2010 in the U.S. that is expected to boost economic growth this year by 0.5%. And although growth in the periphery of the euro area is marked down for this year, this is offset by an upward revision to growth in Germany, due to stronger domestic demand. In both 2011 and 2012, growth in emerging and developing economies is expected to remain buoyant at 6.5%, a modest slowdown from the 7% registered last year and broadly unchanged from October. Developing Asia continues to grow most rapidly, but other emerging regions are also expected to continue their strong rebound. Notably, growth in sub-Saharan Africa—projected at 5.5% in 2011 and 5.75% in 2012—is expected to exceed growth in all other regions except developing Asia. This reflects sustained strength in domestic demand in many of the region’s economies as well as rising global demand for commodities. Financial conditions are expected generally to remain stable or improve this year. Bank lending conditions in major advanced economies are expected to ease further, and bond issuance by nonfinancial firms is also expected to strengthen. Amid generally sluggish recovery and continued high saving in key emerging Asian economies, real yields are likely to remain low through 2011. In the U.S., the outlook for Treasury yields is uncertain: a gradually strengthening recovery and fiscal concerns may push up yields, while quantitative easing may hold them back. Financial stresses, however, are expected to remain elevated in the periphery of the euro area, where market participants are still concerned about sovereign and banking risk, the political feasibility of current and envisioned austerity measures, and the lack of a comprehensive solution. European sovereign peripheral spreads and bank funding costs are thus likely to remain elevated during the first half of this year, and financial turbulence could re-intensify. Under a baseline scenario in which contagion from turmoil in the euro area periphery is contained, emerging market capital inflows are expected to remain strong and financial conditions robust. Bond issuance by emerging market sovereigns and firms is expected to remain robust in 2011. Low interest rates in mature markets and fairly strong investor appetite will continue to pose upside risks to emerging market flows and asset prices, despite some recent slowdown of inflows. Prices for both oil and non-oil commodities rose considerably in 2010, in response to strong global demand but also to supply shocks for selected commodities. Upward pressure on prices is expected to persist in 2011, due to continued robust demand and a sluggish supply response to tightening market conditions. As a result, the IMF’s baseline petroleum price projection for 2011 is now $90 per barrel, up from $79 per barrel in October 2010. As for non-oil commodities, weather-related crop damage was greater than expected in late 2010, and price effects are expected to unwind only after the 2011 crop season. As a result, non-oil commodity prices are expected to increase by 11% in 2011. Near-term risks are now to the upside for most commodity classes. The uptick in consumer price inflation in emerging economies in 2010 was attributable partly to rising food prices. But the recent bout of high food price inflation has been quite persistent, straining the budgets of low-income households and beginning to feed into overall price inflation in a number of economies. More important, rapid growth in emerging and developing economies has narrowed or in some cases closed output gaps in these economies. Accordingly, overheating pressures are starting to materialize in some cases. Consumer prices in these economies are projected to rise 6% this year, an upward revision of 0.75% relative to October 2010. Signs of overheating are also becoming apparent in some countries via rapid credit growth or rising asset prices. The picture is quite different in advanced economies, where still-ample economic slack and well-anchored inflation expectations will generally keep inflation pressures subdued. Inflation is expected to remain at 1.5% this year, unchanged from 2010 and a slight upward revision from October 2010. Downside risks arise from the possibility of tensions in the euro area periphery spreading to the core of Europe; the lack of progress in formulating medium-term fiscal consolidation plans in major advanced economies; the continued weakness of the U.S. real estate market; high commodity prices; and overheating and the potential for boom-bust cycles in emerging markets. On the upside, there are risks from stronger-than-expected business investment rebounds in major advanced economies.


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The risk of financial turmoil spreading from the periphery to the core of Europe is a by-product of continuing weakness among financial institutions in many of the region’s advanced economies, and a lack of transparency about their exposures. As a result, financial institutions and sovereigns are closely linked, with spillovers between the two sectors occurring in both directions. Although the periphery accounts for only a small portion of the euro area’s overall output and trade, substantial financial linkages with countries in the core, as well as financial spillovers through higher risk aversion and lower equity prices, could generate a slowdown in growth and demand that would hinder the global recovery. In particular, continued market pressures could result in serious funding pressures for major banks and sovereigns, increasing the likelihood that problems spill over to core countries.

Another downside risk stems from insufficient progress in developing medium-term fiscal consolidation plans in large advanced economies. The recently implemented stimulus measures in the United States make it more challenging to ensure medium-term fiscal sustainability. Therefore, it has become even more important to formulate more credible plans to bring debt down over the medium term. On the upside, business investment could rebound faster than currently expected in key advanced economies, underpinned by strong corporate sector profitability. In emerging economies, key risks relate to overheating, a rapid rise of inflation pressures, and the possibility of a hard landing. In the near term, upside risks to growth have risen, driven by accommodative policies, strong terms-of-trade gains for commodity exporters, and resurgent capital inflows. If, however, policymakers fall behind the curve in responding to nascent overheating pressures and asset price bubbles, macroeconomic policies in key emerging economies could be setting the stage for boom-bust dynamics in real estate and credit markets and, eventually, a hard landing in these economies. With emerging markets now accounting for almost 40 percent of global consumption and more than two-thirds of global growth, a slowdown in these economies would deal a serious blow to the global recovery—and to the rebalancing that needs to take place. Despite the signs of near-term decoupling—between the periphery and core of Europe, between financial stresses and the real economy, and between advanced and emerging economies—the global economy remains tightly interconnected. A host of measures are needed in different countries to reduce vulnerabilities and rebalance growth in order to strengthen and sustain global growth in the years to come. In the advanced economies, the most pressing needs are to alleviate financial stress in the euro area and to push forward with needed repairs and reforms of the financial system as well as with medium-term fiscal consolidation. Such growth-enhancing policies would help address persistently high unemployment, a key challenge for these economies. They would also produce beneficial spillovers to emerging economies, where the main policy challenge is to respond appropriately to capital inflows, keep overheating pressures in check, and facilitate external rebalancing. In the euro area, comprehensive, rapid, and decisive policy actions are required to address downside risks. Important steps at both the national and the euro-area-wide level have been taken since May, including measures to strengthen fiscal balances and introduce structural reforms, the stepping up of extraordinary liquidity support and the introduction of the Securities Markets Program by the European Central Bank (ECB), and the establishment of the temporary European Financial Stability Facility (EFSF), to be succeeded by the permanent European Stability Mechanism (ESM) after 2013. But additional strengthening of national policy actions to further secure fiscal sustainability and rekindle growth continues to be key in many countries. Markets remain skittish about potential losses in the region’s banks and have not been assuaged by stress tests conducted to date. New stress tests that are more realistic, thorough, and stringent will increase clarity. They will need to be followed quickly by recapitalization. Markets also need to be reassured that sufficient resources are available from the center to deal with downside risks and that the overall policy approach is consistent. Hence the EFSF as well as the envisioned permanent ESM must have the ability to raise sufficient resources and deploy them in a flexible manner, as needed. In the meantime, the ECB will need to continue to provide liquidity and remain active in securities purchases to help preserve financial stability.


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Forecasts are always subject to change depending on what is really going on in the world – whether it be natural disasters or man-made conflicts. The tragic earthquake on March 11

th in Japan with a

magnitude 9 on the Richter scale—the most powerful in Japan’s recorded history and fourth most severe in the world—and subsequent tsunami are a stark reminder of unpredictable dangers posed by natural hazards. The loss of life has been heartbreaking. Many people have been injured, and damage to housing and infrastructure has been unprecedented. Japan’s real GDP growth will slow, but the slowdown will likely be temporary, as a result of the earthquake and tsunami and growth should start picking up after mid-2011 as reconstruction efforts get underway, according to the World Bank. While it is still too early for a full assessment, Japan’s past experience suggests an accelerated reconstruction effort, and the impact on the economies of developing East Asia is likely to be limited. The report, titled “Securing the Present, Shaping the Future”, was finalized in the weeks prior to the disaster in Japan. In new research prepared since, the World Bank provides preliminary analysis with a focus on trade and finance. However, the analysis points to uncertainties and ongoing challenges posed by the unfolding situation involving nuclear reactors in Japan. (Photo Credits: U.S. Navy). "Clearly given Japan's importance in East Asia, the tragic events unfolding will be felt in the region. But it's far too early to give an accurate assessment of the likely damages,” said Vikram Nehru, World Bank Chief Economist for the East Asia and Pacific region. "At this stage, we expect the economic impact of this disaster on the East Asian region to be fairly short-lived. In the immediate future the biggest impact will be in terms of trade and finance. We expect growth in Japan will pick up as reconstruction efforts accelerate." If history is any guide, real GDP growth will be negatively affected through mid-2011. Growth should though pick up in subsequent quarters as reconstruction efforts, which could last five years, accelerate. The intensity of these efforts is likely to impact on the final cost of the disaster. While it is too early to estimate accurately, the cost of the damage is greater than the damage caused by the 6.9 magnitude Kobe earthquake in 1995. Private insurers are likely to bear a relatively small portion of the cost, leaving a substantial part to be borne by households and the government. To assess the possible impact of increased public and private spending on bond yields and lending rates, it may again be helpful to refer to the past. After the Kobe earthquake struck, government bond yields declined markedly, with those on 10-year government bonds declining from 4.2% in 1994 to 3.5% at the end of 1995 and further to 1.7% at the end of 1999, thanks to large injections of liquidity by the Bank of Japan. This time around, large injections of liquidity by the Bank of Japan and the appreciation of the exchange rate following the unwinding of the carry trade and expected repatriation of funds for reconstruction are combining to create downward pressure on bond yields. The temporary growth slowdown in Japan will have an impact on the region – hopefully modest and short-term. If the Kobe earthquake of 1995 is to serve as a historical guide, Japan’s trade slowed only for a few quarters; Japanese imports recovered fully within a year and exports rebounded to 85% of pre-quake levels. But this time around, disruption to production networks, especially in automotive and electronics industries, could continue to pose problems. About one-fourth of East Asia’s long-term debt is denominated in yen, ranging from about 8% in China to about 60% in Thailand. A one percent appreciation in the Japanese yen would translate into about a $250 million increase in annual debt servicing on yen-denominated liabilities held by East Asia’s developing nations.

Looking back on 2010, the report characterizes the region’s output growth as surprisingly strong, with real GDP growth amounting to 9.6% for the year as a whole. Growth was also broad-based: six countries in developing East Asia grew by 7% or more in 2010. This is largely the result of sustained monetary and fiscal stimulus measures and stronger growth in demand abroad. Real GDP growth is projected to settle to about 8% in 2011 and 2012. The report also examines the region’s outlook in the medium to long term, asking whether it can harness opportunities and tackle challenges to proceed on a path of rapid and sustained growth. The earthquake and tsunami in Japan serve as a stark reminder of one of East Asia’s greatest challenges – its vulnerability to natural disasters. The region covers half of the earth’s surface, is home to 59% of the world’s population,

but has had over 70% of the world’s natural disasters. A full report and updates can be found on the World Bank’s website.


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In the United States, the number of unemployed persons was at 13.7 million in February (8.9%), an improvement of 0.9% since November 2010. The number of job losers and persons who completed temporary jobs, at 8.3 million, continued to trend down in February and has fallen by 1.2 million over the past 12 months. Long-term unemployed (those jobless for 27 weeks or more) was 6.0 million and accounted for 43.9% of the unemployed. Persons employed part time for economic reasons (involuntary part-time workers) was essentially unchanged at 8.3 million. These individuals were working part time because hours had been cut back or they were unable to find a full-time job. In February, 2.7 million persons were marginally attached to the labor force, up from 2.5 million a year earlier. These individuals were not in the labor force, wanted and were available for work, and had looked for a job sometime in the prior 12 months. They were not counted because they had not searched for work in the 4 weeks preceding the survey. Among marginally attached, there were 1.0 million discouraged workers, a decrease of 184,000 from a year earlier. Discouraged workers are not currently looking for work because they believe no jobs are available. The remaining 1.7 million persons marginally attached to the labor force had not searched for work in the 4 weeks preceding the survey for reasons such as school or family responsibilities. Total nonfarm payroll employment rose by 192,000. Job gains occurred in manufacturing, construction, and several service-providing industries. Since a low in February 2010, total payroll employment has grown by 1.3 million, or an average of 106,000 per month. Manufacturing employment rose by 33,000 in February. Almost all of the gain occurred in durable goods industries, including machinery (+9,000) and fabricated metal products (+7,000). Manufacturing added 195,000 jobs since its most recent trough in December ‘09; durable goods manufacturing added 233,000 jobs during this period. Construction employment grew by 33,000 in February, following a decline of 22,000 in January that may have reflected severe winter weather. Transportation and warehousing employment increased by 22,000 in February, with half of that gain in truck transportation (+11,000). While the official unemployment rate is at 8.9%, if you include 8.340 million “involuntary part-time workers for economic reasons” who are unable to find a full time job or hours were cut back, the 2.730 million not counted because they had not looked for work in four weeks and 1.020 million “discouraged workers” who gave up, the U.S. still has about 25.763 million people, or 16.8% of the 153.246 million U.S. civilian workforce, either unemployed or under-employed – which at least is an improvement over the 18.12% un- or under-employed in November 2010. In 2010, 12.4% of families in the United States included an unemployed person, up from 12.0% in 2009, the highest level since the data series began in 1994. The euro area (EA17) seasonally-adjusted unemployment rate was 9.9% in January 2011, compared with 10.0% in December 2010. It was 10.0% in January 2010. The EU27 unemployment rate was 9.5% in January 2011, compared with 9.6% in December 2010. It was 9.5% in January 2010. Eurostat, the statistical office of the European Union, estimates that 23.048 million men and women in the EU27, of whom 15.775 million were in the euro area, were

unemployed in January 2011. Compared with December 2010, the number of persons unemployed fell by 43 000 in the EU27 and by 72 000 in the euro area. Compared with January 2010, unemployment rose by 99 000 in the EU27 and remained nearly stable in the euro area. Among the Member States, the lowest unemployment rates were recorded in the Netherlands and Austria (both 4.3%) and Luxembourg (4.7%), and the highest in Spain (20.4%), Latvia (18.3% in the third

quarter of 2010) and Lithuania (17.4% in the fourth quarter of 2010). Compared with a year ago, the unemployment rate fell in eleven Member States, remained stable in two and increased in fourteen. The largest falls were observed in Estonia (16.1% to 14.3% between the fourth quarters of 2009 and 2010), Malta (7.2% to 6.1%) and Sweden (8.9% to 7.9%). The highest increases were registered in Greece (9.7% to 12.9% between the third quarters of 2009 and 2010), Hungary (11.0% to 12.6%) and Lithuania (15.9% to 17.4% between the fourth quarters of 2009 and 2010). In January 2011, the unemployment rate was 9.0% in the USA. In December 2010 it was 4.9% in Japan. Bolstered by the robust economic performance, the Singapore labor market recovered strongly in 2010 from the 2009 recession. The unemployment rate averaged 2.2% (overall) and 3.1% (resident) in 2010, down significantly from 3.0% and 4.3% respectively in 2009. In South Korea, the unemployment rate marked 3.5% in December, remaining the same year-on-year while their economically inactive population totaled 16,265 thousand people in December, increasing 12 thousand persons or 0.1% year-on-year. Malaysia’s unemployment rate stood at 3.4% in January, compared to a 3.2% over fourth quarter 2010. In Latin America, both Chile’s unemployment rate was around 7.3% for the November – January period and Brazil reported a February unemployment rate of 6.4%, up from 6.1% the previous month.


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According to the World Trade Organization, the value of world merchandise trade was 17% higher in fourth quarter 2010 compared to the same ’09 period. These short-term “value” figures though should not be confused with annual trade growth figures, which are “volume” data using “constant dollars” with inflation taken into account. Over 2010, merchandise exports increased by 22% in value. A more comprehensive analysis with statistics in volume terms, the latest trends and a forecast for the coming year will be released in early April. Available monthly statistics for about 70 economies representing more than 90% of world trade show that merchandise trade decreased in December 2010, reflecting in good part seasonal variations. Nonetheless, this year-end value is above the comparable pre-crisis level of December ‘08. Comparing fourth quarter 2010 with the same ’09 period, the region with the largest growth rate was South and Central America with exports growing by 25% and imports by 30%. Asian exports rose by about 23% and imports by around 22% on a year-on-year basis. Chart represents world merchandise exports.

Container Trades Statistics report that 2010 was a year when volumes generally recovered from the lows of 2009 both in and out of Europe, however there was a softening of exports from Europe in December. Overall imports into Europe, on the other hand, grew by a significant 6.4% year-on-year in December. This was also 5% up on the previous month. December exports from Europe to Asia were down 13% on December 2009, while imports from Asia increased year-on-year by 7.5% and were 7%

up on the previous month. North American exports from Europe in December grew by 5% year-on-year, however were down 4% on November. Imports to Europe from North America in December were down 3.5% on a year ago, the first time this year this has happened, they were also down 5% on November. Exports from Europe to South and Central America for December were down on November by 2%, yet - 27% up on last year. Over the full year of 2010, a 44.5% growth was achieved year-on-year. Imports to Europe from South and Central America were down 2% on a year ago. Imports to Europe are 11% higher than the exports over the full year 2010, indicating an increasingly balanced trade. In 2009 there was significant imbalance, imports to Europe were 59% higher than the exports from Europe. In 2010, cargo throughput in the Port of Rotterdam rose to 430 million tonnes. This is 11.1 % more than in 2009 and 2.1% more than in the previous record year 2008. Imports increased by 12% to 306 million tonnes, while exports rose by 9% to 124 million tonnes. Bulk was up by 11%, likewise containers/breakbulk. Coal throughput fell by almost 2% while agribulk remained stable. Other types of cargo showed an increase: ore and scrap (71%), other dry bulk (22%), crude oil (4%), mineral oil products (7%), other liquid bulk (8%), containers (12%), roll on/roll off (5%) and other general cargo (16%). Hans Smits, Port of Rotterdam Authority CEO: “This result is above expectations. Record throughput by the port while the Port of Rotterdam Authority invested a record sum of �460 million. This year throughput was particularly stimulated by the 15% growth in world trade and the flourishing German economy. In 2011, government cutbacks will be more strongly felt throughout Europe. On the other hand, Rotterdam will continue to feel and pass on the heartbeat of the world economy. I am therefore cautiously optimistic about throughput which I expect to grow by 2 to 3 percent to around 440 million tonnes”.

Latest figures from the Port of London Authority (PLA) show that trade through the Port bounced back in 2010, with 48 million tonnes handled, an increase of 6% on 2009. Leading the recovery in trade was crude oil and refined products, which rose by 7.2 % to 19.2 million tonnes and containers and trailers which increased by 13.3% to 14.3 million tonnes. The PLA says the figures also show a modest change in the balance between imports and exports through the Port. Exports, traditionally a small part of the port’s trade rose from 6.9 million

tonnes in 2009 to 8.2 million tonnes in 2010. Imports were up from 38.6 million tonnes to 39.8 million tonnes. “These figures reflect the economic recovery through last year,” commented PLA CEO, Richard Everitt. “The growth in trade through the Port only returned in April. Although we’ve seen a reasonable recovery, throughput still remains below the more than 50 million tonnes that the Port consistently enjoyed from 2001 to 2008. We are watching the figures for the start of this year particularly closely given the reductions in Government spending and increases in taxation. In the longer term prospects for the Port look very positive with dredging for the new London Gateway Port now well underway and a series of investments in other terminals planned. The movement of goods and materials by barges within London has also proved resilient. The Thames now carries over 70% of all goods moved on inland waterways in the UK. That’s helping keep over 100,000 lorries off the capital’s road every year.”


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The year 2010 ended on positive figures for numerous trades for the Grand Port Maritime of Le Havre in France with a slightly higher volume than 70 million tonnes (excluding bunkering & ship supplies), even if overall maritime traffic was 5% down over ‘09. The rise recorded for container trade reached +4% in tonnes (23 million tonnes) and +5% in number of containers with 2.4 million TEUs handled in 2010. River combined transport benefited from the coming-on-stream of new hubs in southeastern Paris. The ports of Le Havre, Rouen and Paris are starting to collect the fruit of their global supply network called “Seine Artery”, a logistics solution to connect the hinterland, which is the biggest French consumption area, with maritime routes connected to the world and served by regular shipping lines. The port recognizes river transport as an inescapable tool, combined with rail transport, in setting-up “green logistics” services. In 2010, rail and river container traffic accounted for 290,000TEUs, an 8% rise in volumes over 2009, and accounting for 16% of hinterland container traffic.

In the 2010, Germany’s Hamburger Hafen und Logistik AG (HHLA) benefited from the global economic recovery and increased container throughput by 19%. Throughput in the container segment rose to 5.8 million TEU. The significant recovery in traffic volumes since March 2010 was first and foremost driven by strong growth in the shipping regions Eastern Europe and Asia, which are particularly important for HHLA´s container handling activities. HHLA also benefited from the strong momentum of the German export business and from improved handling services for mega-carriers and feeder connections with the Baltic region. Hinterland traffic in the intermodal segment increased by 13.1% to 1.7 million TEU.

DP World delivered a positive and encouraging financial performance from its global portfolio of marine terminals, which reflect a stronger second half 2010 as volume and revenue growth continued to improve on the first half of the year. DP World Chairman Sultan Ahmed Bin Sulayem said: “2010 saw a return to volume growth across almost all our terminals, albeit with different growth rates across regions. We saw both rapid recovery in global trade in those markets most affected by the decline in container volumes in 2009, and a return to more modest growth in those markets which showed resilience during 2009. Almost all of our container terminals around the world are back at or ahead of volumes last seen in 2008 which was a peak year for the global container terminal industry.” 2010 saw a return to volume growth across almost all DP World’s terminals, albeit with different rates across regions. They saw both rapid recovery in global trade in those markets most affected by the decline in container volumes in 2009, and a return to more modest growth in the markets which showed resilience during ‘09. Almost all of DP World’s container terminals are reported back at or ahead of volumes last seen in ‘08 which was a peak year for the global container terminal industry. In the Europe, Middle East and Africa regions, DP World reported a better performance in second half 2010 than in the first half, with signs of a recovery in both ancillary (mainly storage) revenue and non-container revenue resulting in full year revenue in line with ‘09. Asia Pacific and Indian Subcontinent results were impacted positively by a full year contribution from the new terminal in Saigon, Vietnam which opened the end of ‘09, and negatively from the revenue adjustment following transfer of ATI Manila, Philippines from a consolidated terminal to joint venture portfolio in fourth quarter ‘09. Excluding these major changes, like-for-like revenue, at constant currency, was 16% higher as a result of like-for-like volumes growing 10% and an increase in revenue per TEU. Australia and Americas rebounded strongly from the challenging environment in 2009, delivering growth over both 2009 and 2008. DP World’s new development in Callao, Peru opened the end of the first half, contributing to the results for this region for the first time. Revenue from consolidated terminals increased 47% to $875 million following a volume growth of 35% in the region. Like-for-like revenue at constant currency was 29% higher as a result of the 23% increase in volume in the region, higher container revenue per TEU, and a significant increase in non-container revenues. In the first two months of 2011, DP World saw 12% volume growth across their consolidated portfolio with further margin improvement from the full year 2010. The UAE region continued strong performance seen at the end of 2010 with volume and revenue growth in the first two months of 2011 well ahead of last year. Despite continuing economic fragility and political turbulence in some parts of the world, given the geographic spread of the portfolio, DP World remains confident that they will make further progress in 2011.


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In line with the global economic recovery and improved performance of the container shipping industry, PSA International Pte Ltd. and its subsidiaries, with 28 ports in 16 countries, posted a throughput increase of 14.4% in 2010 over a relatively low base in the previous year. The total PSA Group volume from port projects around the world totaled a record 65.12 million TEUs. The PSA flagship in Singapore handled 27.68 million TEUs and registered growth of 10.1% to secure Singapore‘s position as the second largest container

port in the world. PSA terminals outside of Singapore recorded combined volumes of 37.44 million TEUs over the same period, 17.8% stronger than in 2009, on the back of improving world economies. “The world economies were greeted with caution and uncertainty as they entered 2010 but in the course of the year the global economic recovery and growth in trade flows turned out to be much stronger than expected. Our customers have performed exceedingly well and their stellar output helped PSA achieve a record Group volume of 65.12 million TEUs…. Some analysts and economists have high expectations for 2011, believing that global economic recovery is now on a solid foundation. I hope they are right though I continue to be bothered by the lingering economic problems in the developed countries and the unfolding of a slowdown in China. PSA must therefore continue to remain very vigilant and focused so that we can be prepared for any challenges and seize any opportunities that come.” commented Mr. Fock Siew Wah, Group Chairman of PSA International. Mr. Eddie The, Group CEO further said. ““In 2010, a convergence of all the measures macro and micro – government and industry – all collectively had the desired effect of calming the global markets. PSA and the port and shipping sector in tandem with all other industries benefited from the resulting outcome. Container volumes recovered strongly from the previous year and, with contribution of volumes from newly commissioned terminals in Busan in South Korea, Chennai in India and Vung Tau in Vietnam, PSA Group ended the year with a new peak of 65.12 million TEUs (14.4% increase year on year), surpassing the previous high of 63.2 million TEUs achieved during the heady and tumultuous times in 2008.” In a busy year for Canada’s Pacific Gateway, Port Metro Vancouver achieved record-breaking volumes in key sectors and a total tonnage increase of 16%, delivering 118.4 million tonnes overall on the year. "2010 was an important and successful year at Port Metro Vancouver, with unprecedented infrastructure investments underway, the implementation of a unique model of collaboration among transportation and port operations partners, and record setting volumes," said Robin Silvester, President and CEO. The 2010 year-end report shows that container traffic set an all time record in total containers handled. Overall export volumes were further strengthened by record setting coal and grain volumes. Total foreign tonnage increased 18%, to 93.3 million tonnes, with increased foreign exports to growing Asian economies continuing to lead the way. Total domestic tonnage also increased, to 25.1 million tonnes, up 10% over 2009. Breakbulk was up 15% overall to 16.8 million tonnes, with a rebound in demand for forest products as a key driver of growth. Bulk volumes were up 19%, setting a record at 80.3 million tonnes as a result of sustained growth in Asian economies and strong demand for

Canadian commodities like coal, grain and potash. In 2010, coal rose 25% and grain rose 8% to record-setting levels. Container traffic at Port Metro Vancouver set an all time record at 2.5 million TEUs, up 17% as demand for imported consumer goods continued and container exports returned to Asia with forest products and special crops. Of great importance to many of the tug and barge operators on the coast, the port handled 4,171,384 tonnes of wood chips in 2010, which was up 25% over 2009. Combined in and outbound breakbulk logs were up 29% to 8,349,191 tonnes, while total woodpulp was up 32% and lumber up 24% over the same time period.

Real gross domestic product - the output of goods and services produced by labor and property located in the United States - increased at an annual rate of 3.1% from the third quarter to the fourth quarter 2010, according to the "third" estimate released by the Bureau of Economic Analysis. In the third quarter, real GDP increased 2.6%. The latest GDP estimate is based on more complete source data than were available for the "second" estimate issued last month. The increase in real GDP in the fourth quarter primarily reflected positive contributions from personal consumption expenditures, exports, and nonresidential fixed investment that were partly offset by negative contributions from private inventory investment and state and local government spending. Imports, which are a subtraction in the calculation of GDP, decreased.


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The Port of Seattle broke its cargo volume record in 2010 with more than 2.1 million TEUs. The record breaking year surpasses the previous high in 2005 of 2.08 million TEUs. “The cargo volumes are exciting, and we are proud of our record year,” said CEO Yoshitani. “But the thousands of family-wage jobs generated by those two million containers are even more important. We are grateful to the customers and labor partners who worked with us to make 2010 so successful.” Several factors contributed to the increase in container volume. Exports remained strong throughout 2010, and other factors like the addition of Maersk/CMA CGM container ships, increases in the sizes of ships calling at the port, and its ‘fee free’ policies at the terminals contributed to the record success.

Strong intermodal activity led the Port of Tacoma's cargo results in 2010, with intermodal lifts up 19% from 2009 levels. The increase was seen across all aspects of the Port's intermodal rail business—international imports, exports, short-haul rail (up to 400 miles) and the domestic intermodal rail business. The Port is served by both the BNSF Railway and Union Pacific Railroad. The Port finished 2010 with a container total of 1.46 million TEUs, down 6% from 2009 volumes. A number of developments during the year, including "K" Line introducing larger ships in its Tacoma service and Evergreen resuming its UAM service, helped the Port's second half TEU performance outpace its first

half by 7%. The Port expects 2011 container volumes to increase over 2010 volumes by 4%. The Port's domestic container volumes, which include service to Alaska and Hawaii, saw a 2% increase in 2010. Both Horizon Lines and Totem Ocean Trailer Express call Tacoma. Total tonnage figures though were down 4.8% in 2010 to 16,532,709 short tons from 17,364,171 short tons in 2009 and off 18.4% from the 20,269,494 short tons handled in 2008. February 2011’s year-to-date total containers (TEUs) are up 14.4% and total tonnage up 14.2% over the same period in 2010. The Port of Long Beach in California continued to post strong trade numbers with a 10.9% increase in cargo container volume in February compared to the same period a year ago. Overall, the Port moved 458,336 twenty-foot equivalent container units last month compared to 413,134 TEUs in February 2010. Imports were up 12.4% to 233,360 TEUs, but exports were down by 1% to 121,929 TEUs. Empty container moves were up 25.3% to 102,747 TEUs. Most empty containers are bound overseas for refilling. In 2010, the Port of Long Beach posted the biggest container cargo gains of any port in the U.S. February represents the 15th consecutive month of growth for the Port. Total General Cargo was up 8.9% and dry bulk up 4.3% for the first two months of calendar year 2011 over the same period in 2010, but total petroleum / liquid bulk was down 12.8%. Container traffic at the Port of Los Angeles increased 5.6% in February 2011 compared to the same period last year. A total of 554,912 TEUs moved through the Port during February. Two months into the calendar year, the Port has

seen a 10.65% increase compared to 2010. Year-over-year container traffic at the Port of Los Angeles surged 16% in 2010, with a record number of exports leading the way. Port exports rose 10.3 percent in 2010 to 1,841,274 TEUs compared to 1,668,911 in 2009 and surpassed the previous container export record of 1,782,502 TEUs in 2008. Meanwhile, imports increased 12.8% in 2010 (3,973,933 TEUs) compared to 2009 (3,524,386 TEUs). While General Cargo was up slightly to 145.7 million metric revenue tons in Fiscal Year 2010 (July 1

st – June 30

th) over 2009’s

144.3MMRT, liquid bulk was down 3.6% and dry bulk down 30% over the period.

The Port Authority of New York and New Jersey cargo volumes rose 16% in 2010. The numbers are an encouraging sign of growth but still have not risen to the peak cargo container traffic levels reported in 2007 before the global economic downturn. During 2010, the Port of New York and New Jersey reported that total container traffic in the port was 5,292,020 loaded and empty TEUs, compared to 4,561,527 in 2009. The number of TEUs is slightly below the 5,299,105 in ‘07, which was an annual record for the port. Over the long term, the Port Authority continues to project modest annual cargo growth and is making the necessary infrastructure investments to support that growth. The port currently supports approx. 270,000 direct and indirect jobs in New York and New Jersey.


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The U.S. Bureau of Transportation Statistics “Freight Transportation

Services Index” rose 0.9 percent in January from a revised December level, rising for the second consecutive month. The revised Freight TSI rose 14.6% over the last 21 months, starting in May 2009, after declining 16.8% in the previous 16 months beginning in January 2008. The index has increased in 16 of the last 21 months. In January 2011, the freight index returned to 108.1, the same level as in August 2008 when the index was early in the decline. The Freight TSI measures the month-to-month changes in freight shipments in ton-miles, which are then combined into one index. The index measures the output of the for-hire freight transportation industry and consists of data from for-hire trucking, rail, inland waterways, pipelines and air freight. The January Freight TSI of 108.1 is a 14.6% increase from the recent low of 94.3 reached in April 2009. In April 2009, the index was at its lowest level since July 1997. The January Freight TSI is down 4.6% from its historic peak of 113.3 reached in January 2005.

Freight and intermodal traffic continues higher, according to the Association of American Railroads. It said freight traffic in the week ended March 19 was 2.3% higher than the same week last year. Intermodal loads surged 10.7% compared with the same week a year ago. Metallic ores and petroleum products were among commodities driving the gains. So far this year, freight is up 4.1%, and intermodal up 7.2% over last year, AAR said. AAR said 12 of the 20 carload commodity groups it measures posted increases from the comparable week in 2010. Leading the gainers: metallic ores, up 93.5%; petroleum products, up 12.9%; motor vehicles and equipment, up 12.2%; and pulp, paper and allied products, up

11.2%. Among decliners, waste and nonferrous scrap led the way, down 14%, while primary forest products fell 10.1%. Canadian freight carload traffic rose 1.1% for the week compared with last year, while intermodal notched a 3.4% gain. Mexican freight carload traffic advanced 17.4% compared with the same week last year, while intermodal rose 14.3%. That being said, every time I drive between Seattle and Portland I still see the same approx. 6.37 miles of rail cars idle that I first noted in 2008 – I’ll let you do the back of the napkin math to work out the total number.

Under U.S. law, vessel operators must report domestic waterborne commercial movements. Vessel types include dry cargo ships & tankers, barges (loaded & empty), towboats (with or without barges in tow), tug, crew & supply boats to offshore locations and new vessels from shipyards to point of delivery. Vessels idle during reporting periods are also reported. Although most of the figures relate to the inland river system and pushboats vs. tugs, it provides a good indicator of trade. Although February 2011’s 37.0 million tons of all commodities moved on internal U.S. Waterways was lower than January, it was the highest carried for that month in the last five years. One negative factor affecting barge shipping this year on the river system has been flooding rather than a lack of cargo to be moved. One barge operator

Marcon regularly talks to has had one of his units waiting to take on 8,000 tons of aggregate at the quarry for three or four weeks, but has been unable to load because of the high water. Other operators declined at times to go any further than Dubuque and the Quad Cities on the Upper Mississippi River this spring for fear of flooding closing the river and stranding equipment and crews. Petroleum & Chemical February tonnages were down to 14.7 million tons, compared to both the comparative period in 2010 and seven previous months – and down slightly over February’s 5-year average. Coal and coke February’s tonnage, while down slightly over January’s 13.9 million tons is higher than February tonnages carried on internal U.S. waterways for the past five years.


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Overall confidence levels in the shipping industry dropped for the third successive quarter in the three months ending February 2011, to reach their lowest level for fifteen months, according to the latest survey by leading accountant and shipping adviser Moore Stephens. While most of the survey relates to blue vs. brown water or the tug and barge industry, many of the same sentiments are felt to varying degrees across the board in all of maritime industries. Over-tonnaging and uncertainty created by political unrest in the Mid-East and North Africa were the dominant themes running throughout the responses to the survey, which also revealed an increase across all categories in the number of respondents who expected finance costs to rise over the coming year. In February 2011, the average confidence level expressed by respondents in the markets in which they operate was 5.8 on a scale of 1 (Low) to 10 (High), compared to 6.0 in the previous survey in November 2010.

Although confidence levels were down on the previous survey, a number of respondents felt that the prospects for improvement were reasonably good. “Although we are not truly out of economic recession,” said one, “we have effectively weathered the storm and are now in an advantageous position for future growth.” Others were more pessimistic, however, typified by the comment that, “Most shipping markets are over-supplied to such an extent that even good incremental demand will not strengthen them”. A number of respondents were convinced that there was worse to come, with one pointing out, “Western governments are still spending far more than their income and, when the crunch comes, there will be a knock-on effect for shipping”. Concerns about over-tonnaging and the effect of a glut of newbuildings coming on to the market dominated responses. “The amount of new tonnage due for delivery this year in all three major vessel categories will continue to depress the markets,” said one respondent, while another observed that the industry is facing a “wall” of newbuildings yet to be delivered. Others took the thinking a stage further. “You get the impression,” said one, “that, unless rates improve, owners are not going to generate sufficient reserves to cover drydocking, maintenance, surveys and the like. It's a ticking time-bomb”. Expectations of making a major investment or significant development over the next twelve months showed a small increase in the latest survey. Demand trends, competition and finance costs - at 22%, 18% and 16% respectively – were once again the three factors which respondents expected to influence performance most significantly over the next twelve months. Tonnage supply was also a significant factor, cited by 14% of respondents. In October 2008, it was a major factor for only 9% of respondents – an all-time low. Unlike last time, however, tonnage supply did not feature as a top-three performance-influencing factor for charterers, being replaced by fuel costs (19%). There was a 15% rise (from 44% to 59%) in respondents who expected finance costs to rise over the coming year - the highest figure recorded since October 2008. There was a 22% increase in the number of respondents in Asia who expected finance costs to rise, compared to a 15% increase in Europe. One respondent felt that, “For cash-rich owners with finance lines available, this will be a period of opportunity for expansion”. But another complained, “Finance is the major constraint”, and asked, “Which ruined banker or high-level investor is going to pull us out of this one?” Moore Stephens shipping partner, Richard Greiner, says, “Although the small drop in confidence levels is disappointing, particularly since it follows a similar fall in the previous quarter, there are some compelling external factors influencing the current mood of the industry. The political unrest in the early part of the year in North Africa and the Middle East was bound to have had an adverse effect on confidence. When you operate in a global industry, you are susceptible to global influences. The continuing concern about over-tonnaging is not a surprise, and will doubtless persist until yards around the world have cleared their orderbooks of the current glut of newbuildings. More respondents expected the cost of borrowing money to rise over the next year and that must be a concern for everybody. Yet all the available evidence suggests that the banks are increasingly ready to listen to proposals from shipping businesses which have down their homework and their housekeeping and developed a sound business plan. In any industry, news of new investment can be something of a double-edged sword. So it was with the recent confirmation of Maersk’s order for a series of big new container ships which, while sending a confident message to the market, will at the same time have done little to ease fears about over-tonnaging, particularly on the part of smaller operators. Yet new investment is undoubtedly good for any industry and, despite the difficult economic climate, our survey still showed an increase in the number of respondents who expected to make a major investment or significant development over the next twelve months. It was noticeable, also, that a large number of respondents felt that shipping had taken the worst that could be thrown at it and was now ready to bounce back. However, it will be interesting to see the impact of events in Japan in our next survey.”


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Historical Bunker Prices (MGO)

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Fujairah (MGO) Houston (MDO) Rotterdam (MGO) Singapore (MGO)

Credit: www.bunkerworld.com

Bunker Prices Worldwide We commented in last November 2010’s market report that “bunker prices worldwide were somewhat flat for the first six months of 2010, but are now seeing a slight increase and numbers slowly inching higher.” The phrase “inching” is no longer accurate. Average November MDO prices in Houston hit a record of US$ 904.50/mt in February (MGO US$ 895/mt) for the fourteen months we have been tracking bunker prices. The average price for MDO in Houston is up 9.5% from January’s average of US$ 826.50. Average MGO prices for the month of February 2011 were US$ 949.00/mt in Fujairah, US$ 878.50 in Rotterdam and US$ 877.00 in Singapore – all hitting records for the year and up from US$ 746.50/mt, US$ 733.50 and US$ 722.50 at the time of the last tug market report. On the U.S. West Coast as of 25

th February 2011, average

prices for ultra-low sulfur diesel fuel (OPIS contract plus 3 cents per gallon) were US$ 2.98 in Seattle (up from $2.45 at time of last report in November 2010), US$ 3.00 in Portland ($2.49), US$ 3.03 in San Francisco ($2.38), US$ 3.02 in Los Angeles / Long Beach ($2.42) and US$ 2.50 in San Diego ($3.05) – and still climbing.

According to the International Energy Agency’s 10th February 2011 “Oil

Market Report”, crude prices were propelled higher at end January by political

unrest in Egypt, with Brent crude reaching $100/bbl on fears that the turmoil might disrupt Suez canal and SUMED pipeline flows or spread in the region. Although prices have since eased, Brent futures remain around $100.50/bbl and WTI at $87.20/bbl at writing. With further global unrest, prices can only go higher. Global oil product demand for 2010 and 2011 is revised up by 120 kb/d on average on higher�than�expected submissions in non�OECD Asia and

improved economic prospects for OECD North America. At 87.8 mb/d in 2010, global oil demand rose by 2.8 mb/d year�on�year, and should reach 89.3 mb/d in

2011 (+1.5 mb/d year�on�year).

The U.S. Energy Information Administration in their 8

th March 2011 “Short-Term Energy Outlook” reported that

West Texas Intermediate (WTI) and other crude oil spot prices have risen about $15 per barrel since mid-February partly in response to the disruption of crude oil exports from Libya. Continuing unrest in Libya as well as other North African and Middle Eastern countries has led to the highest crude oil prices since 2008. As a result, EIA raised its forecast for the average cost of crude oil to refiners to $105/bbl in 2011, $14 higher than in the previous “Outlook”. However, EIA has raised its 2011 forecast for WTI by only $9/bbl to $102/bbl because of the projected continued price discount for this type of crude compared with other crudes. EIA projects a further small increase in crude oil prices in 2012, with the refiner acquisition cost for crude oil averaging $106/bbl and WTI averaging $105/bbl. EIA's forecast assumes U.S. GDP grows 3.3% in 2011 and 2.8% in 2012, while world real GDP (weighted by oil consumption) grows by 3.8% and 3.7% in 2011 and 2012, respectively. Energy price forecasts are particularly uncertain. WTI futures for May 2011 delivery over the 5-day period ending March 3 averaged $101/bbl and implied volatility averaged 36%. This makes the lower and upper limits of the 95% confidence interval $79/bbl and $129/bbl, respectively. Last year at this time, WTI for May 2010 delivery averaged $80/bbl with the limits of the 95-percent confidence interval at $65/bbl and $99/bbl. Based on WTI futures and options prices, the probability that the monthly average price of WTI crude oil will exceed $110/bbl in December 2011 is about 36%. Conversely, the probability that the monthly average December 2011 WTI price will fall below $90/bbl is about 34%. A lot of numbers are being bandied about in the press based on Middle East political events – take your pick.


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Recent News – North America Foss Maritime of Seattle, Washington has bare-boat chartered the brand new tug “Delta Lindsey” from Bay & Delta Towing of San Francisco. The 100’, 6,850BHP ASD assist/escort tug was built by Nichols Bros. Boat Builders on Whidbey Island, north of Seattle. Foss Pacific Division VP David Hill said the tug will help handle new business on the West Coast and provide back-up support for the Kearl Oil Sands module towing project on the Columbia River. In the photo, the Foss tug “Pacific Star”, background, moved the new tug on September 18

th southward on Puget Sound near Shilshole Bay to Foss

Shipyard, where it was painted in Foss colors before being crewed and dispatched to its first job.

Foss this fall started work on a contract that will involve up to 40 tows of oil production modules up the Columbia and Snake Rivers to Lewiston, Idaho, and which will once again showcase Foss’s ability to handle big, complex projects for major petroleum companies. The 155 pieces of production equipment, some about the size of a truck ranging to modules as big as a house, are being built in Korea for the Kearl Oil Sands development project near Fort McMurray, Alberta. Exxon Mobil Canada and Imperial Oil are the developers. Ships are carrying the modules to the Port of Vancouver, Washington, where they are being loaded on Foss barges for the 65-hour, tandem tow to Lewiston. From Lewiston, the modules are to be trucked over the road through Idaho and Montana and into Canada. The tugs “Betsy L”

and “PJ Brix” are assigned to the project and were making about one round trip a week this fall until December 14th,

when river traffic was shut down until March to repair and maintain locks at seven dams on the Columbia-Snake River system. The tow winch on the “Betsy L” was re-built for the project, and Foss customized two barges to handle the modules. They are the “Sitka”, a former ocean-going chip barge, and the former “Maukana”, now the “286-3”. Mark Troutman, Portland port engineer, said major work on the “Sitka” included removing a 22’ high perimeter fence and wooden wear deck and engineering and installing a ballasting system. The ballasting system on the “286-3” was rebuilt, and a 60’ high house was removed. Both barges were sandblasted and painted. The schedule made this work “very challenging”, Troutman said, noting that Advanced American Construction assisted with the work. “It was a dropdead schedule of less than a month for work that under normal circumstances would take about two months to complete.” The module-towing job could last through next October and could lead to more work after that. The Kearl Oil Sands effort comes on the heels of another year-long effort for the petroleum industry, in which Foss towed production modules from Maine and South Carolina to Texas for construction of the Motiva Port Arthur Refinery, the largest refinery in the United States. Previously, Foss spent three seasons delivering modules from Korea to an Exxon Neftegas oilfield development site on Sakhalin Island, Russia. The Kearl Oil Sands project will be one of Canada’s largest open-pit mining operations and could eventually produce up to 245,000 barrels a day. Start-up for the initial phase of the project is scheduled for late 2012. Oil sands like those being developed in the Kearl Oil Sands project are a naturally occurring mixture of heavy oil, water and sand. The consistency of oil sands is similar to peanut butter. The mining process consists of using high-capacity shovels and heavyhaul trucks to scoop up the oil sand and take it to an on-site facility where it will be converted to a slurry for transport to a plant for extraction of the oil, called “bitumen.” Kearl will be connected to a substantial North American pipeline system, which will carry the bitumen to refineries. David Dumont of Foss Subsidiary Harbor Marine Group is preparing the barge loading and ballasting plans for the Kearl Oil Sands project. “The individual modules are not that big, but the sheer number of them makes this project challenging,” Dumont said. “Everything has to be well orchestrated.”


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Foss subsidiaries Constellation Maritime, based in Boston, and Gulf Caribe Maritime, based in Mobile, are being rebranded as Foss Maritime, a change that will be reflected on stationery, business cards, building signs and other branded materials. Foss also has announced that its global cargo-carrying subsidiary, America Cargo Transport Corp. (ACTC), will be rebranded as Foss International. President and COO Gary Faber said the rebrandings are the culmination of the full integration of the operations, formerly run separately as subsidiaries, into Foss, including their adoption of the Foss cultures of safety and operational excellence. “We will henceforth be one Foss,” Faber said. “The

rebrandings will reinforce the message to our customers that they will see the same culture and the same management practices wherever we do business.” Foss purchased Constellation in 2006 and formed Gulf Caribe as a separate entity in 1988. They will operate as the Atlantic Division of Foss. ACTC was acquired in 2007. Going forward, Foss International also will encompass the “Delta Mariner”, which carries rocket-related cargo for the United Launch Alliance and formerly was operated by Gulf Caribe. Along with former Foss Global activities, Foss International’s aim is to develop the international activities and presence of Foss. Megan Aukema, a marketing consultant who has been working with Foss since 2006, said the goal in establishing a brand is to identify what sets a company apart from its competitors and how a company can talk about that in a way

that engages customers and prospects. “Building a strong brand is really about delivering a promise of value to customers,” Aukema said. “You will notice that there are certain themes you hear Foss repeat all the time: themes of safety, environmental commitment, respect for customers and employees and responsive customer service.” “With the current rebranding of subsidiaries,” she added, “we will work to be consistent in our communications to customers and prospects across the entire company.” While printed materials, signs and most other branded materials used by Constellation, Gulf Caribe and ACTC will be converted soon, Foss will repaint and add its logo to tugs and barges as schedules permit. Marine Resources Group (MRG) of Seattle, Washington, a family of companies that operate tug and barge fleets throughout the United States, is expanding into the Alaska harbor services business. MRG has acquired the assets of Cook Inlet Tug & Barge, based in Anchorage, which it will operate as an independent subsidiary, effective 1

st January 2011. The family-owned Alaska company, which traces its history

to 1923, operates three tugs and one barge. “Cook Inlet Tug & Barge is a perfect fit for our group,” said Paul Stevens, MRG chief executive officer. “We have broad experience in the harbor services business in the Lower 48 and in Hawaii, and this acquisition is a logical expansion into Alaska’s largest commercial port.” Steve Scalzo, MRG chief operating officer, said Capt. Carl Anderson, current owner, will remain at Cook Inlet Tug & Barge in a consulting capacity to support the business during the transition. All other employees are expected to stay with the company, including Capt. Brad Kroon, who will have overall management responsibility, and Capt. Katrina Anderson, Carl’s daughter, who will provide operational, administrative and safety-related support. Also with the company is Carl’s son Garrett, who works on the tugs. The Anchorage

company’s fleet includes two ice-class ASD tractor tugs at 3,500HP and 2,200HP, and a 1,000HP pusher tug. Carl Anderson’s grandfather, Norwegian-born Jack Anderson, started Cook Inlet Tug & Barge in 1923. Jack Anderson Jr. followed in his father’s footsteps as head of the company and was succeeded by his son, Carl. Marine Resources Group, based in Seattle, Wash., was established in 2000 by Saltchuk Resources Inc. as a holding and support company for investments in tug, barge and ancillary marine service companies. MRG tug and barge companies throughout the United States offer a broad range of marine services. They include Foss Maritime, based in Seattle, AMNAV Maritime Services, based in San Francisco, and Hawaiian Tug & Barge/Young Brothers, based in Honolulu.


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The U.S. Maritime Administration officially opening the first ship recycling facility on the West Coast. At its peak, Allied Defense Recycling (ADR) expects to bring more than 100 jobs to the Vallejo area. “The Obama Administration is making good on its commitment to clean up the Suisun Bay Reserve Fleet,” said U.S. Transportation Secretary Ray LaHood. “This targeted transportation investment will bolster our efforts to remove obsolete ships while creating jobs, improving the local economy and protecting the environment.” Prior to the creation of the new facility, obsolete ships were cleaned before removal from the Bay Area and then towed 5,000 miles through the Panama Canal to MARAD-approved recycling facilities located along the Gulf of Mexico or the Atlantic coast. Allied Defense Recycling, using the former Mare Island Naval Shipyard, will both remove marine growth on their dry dock and recycle the ships, which will generally result in decreased recycling costs and reduced delays associated with the process of cleaning and recycling ships in separate facilities. “A West Coast recycling facility just makes sense,” said Maritime Administrator Matsuda. “It’s efficient, increases competition and creates jobs. ADR will help MARAD meet its mission while helping to revitalize the local economy.” Most of the Mare Island complex has been shut down since the United States Navy left in 1996. In 2009, ADR received approval to open a ship dismantling and repair service on the site. Since receiving the contracts from MARAD, the company has hired 50 people, many of whom are former base employees.

On Sunday, February 27, the Great Lakes Towing Company moved the 34,938dwt, self-discharging Laker “CSL Niagara” into drydock at Ironhead Marine in Toledo. Three tugs, the 1916 built “Mississippi”, the 1929 built “Nebraska”, and the 1911 built “Pennsylvania”, were ordered to move the 225.5m x 23.8m “CSL Niagara” from the Kraft Dock into the drydock. When that move was complete the tugs moved the 29,261mtdw, 222.6m x 23.8m self-discharging Laker “CSL Tadoussac” from the Toledo Shipyard to the Kraft Dock. At noon on the same day, their 1924 built tug “New Jersey” left its dock along the Buffalo River and proceeded upriver in tandem with the Buffalo fireboat “Edward M. Cotter” to clear an ice jam along the Buffalo River. The

“New Jersey” worked through the afternoon and into Sunday night to help clear the ice jam, which developed after a freeze and thaw cycle over the past several weeks. The Great Lakes Towing Company, headquartered in Cleveland, Ohio, is the largest U.S.�flag tug company engaged in towing on the Great Lakes for over 112 years. (photo of sister-tug)

In February, Trinity Industries of Dallas, Texas, the largest manufacturer of barges that transport goods through U.S. inland waterways, reported net income of $17.3 million for the fourth quarter ended December 31, 2010. Net income for the same quarter ‘09 was $14.6 million. “Our earnings during the fourth quarter continued to reflect our manufacturing businesses’ ability to obtain operating leverage resulting from consistent production levels,” said Timothy R. Wallace, Trinity's Chairman, CEO, and President. “We continued to grow our rail lease fleet and improve utilization during the fourth quarter. In addition, we are maintaining a strong liquidity position. We ended the year with $512.0 million in unrestricted cash and short-term marketable securities and total liquidity of more than $1.2 billion.” Revenues for the Inland Barge Group were $126.5 million in fourth quarter 2010 compared to $119.8 million fourth quarter ‘09. Operating profit for the Inland Barge Group in fourth quarter 2010 was $16.8 million compared to $29.3 million in the same ’09 quarter. The Inland Barge Group received orders worth approx. $119 million during the fourth quarter of 2010 and had a backlog of approx. $508 million as of December 31, 2010 compared to a backlog of approx. $516 million at September 30, 2010. In May 2010, Trinity’s inland barge manufacturing facility in Tennessee experienced a flood resulting in significant damages to Trinity’s property and a temporary disruption of its production activities. Trinity is insured against losses due to property damage and business interruption subject to

certain deductibles. As of December 31, 2010, Trinity had received $20 million in payments from its insurance carrier of which $12.0 million pertains to the replacement of or repairs to damaged property, plant, and equipment with a net book value of $2.3 million, with the remainder pertaining primarily to the reimbursement of flood-related expenses. Accordingly, Trinity recognized a gain of $9.7 million, principally in third quarter 2010, from the disposition of flood-damaged property, plant, and equipment. Additionally, the barge manufacturing operations incurred approx. $4.6 million in costs, net of insurance advances, related to damages and lost productivity resulting from the flood. As of October 1, 2010, Trinity’s inland barge production capacity at its Tennessee operations was restored to its pre-flood levels.


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Tidewater Inc.’s third quarter net earnings for the period ended December 31, 2010, of $34.4 million on revenues of $271.8 million. For the same quarter last year, net earnings were $59.9 million on revenues of $286.5 million. The immediately preceding quarter ended September 30, 2010, had net earnings of $19.4 million on revenues of $267.1 million.

Vessel day rates in the U.S. Gulf of Mexico trended higher during the first half of fiscal 2011 due to the strong demand for vessels to assist with the oil spill response effort since the April 2010 explosion and collapse of the rig. During the first half of fiscal 2011, all of Tidewater's available-for-work U.S. segment vessels were working at relatively high utilization rates. This helped drive utilization rates higher for the first half of fiscal 2011 as compared to the same period during fiscal 2010. However, during the quarter ended December 31, 2010, demand for Tidewater's vessels decreased as work related to the oil spill response effort declined significantly. As a result, Tidewater transferred three deepwater vessels to international markets because the vessels would otherwise become less marketable if they remained in the U.S. Gulf of Mexico due to the uncertainty surrounding the U.S. Gulf permitting process. Although the United States government lifted the moratorium on deepwater drilling and permitting on October 12, 2010, new regulations of the Bureau of Ocean Energy Management (BOEM) calling for additional safety measures and inspections continue to create uncertainty as to when permits will be issued and drilling activity recommences. As of the date of this report, no permits for deepwater drilling have been issued since the Deepwater Horizon incident. Moreover, since the rig explosion, the approval process for shallow water drilling permits also slowed significantly. Based on published reports, Tidewater expects that the re-commencement of new drilling activities in the Gulf of Mexico will be a slow process. Over the longer term, it, like others that operate in the U.S. Gulf of Mexico, is concerned over the impacts on exploration and field development (and particularly deepwater exploration and field development) and operating costs resulting from the new safety standards and other regulatory responses to the rig explosion and oil spill. The new rules and requirements could reduce the level of drilling activity and suppress the demand for Tidewater’s services, which could have a material adverse effect on its United States operations. If exploration and production activity migrates from the U.S. Gulf to international markets because of additional regulation and higher operating costs in the U.S. Gulf of Mexico, it is also possible that other offshore supply vessel owners will redeploy additional vessels to international markets. This could increase competition and have a negative effect on vessel utilization and day rates in international markets, depending on the number of drilling rigs that exit the U.S. Gulf and move to international markets.

Quarterly Utilization and Average Day Rates for Tidewater Inc. 2010 2009 2008

31-Dec 30-Sep 30-Jun 31-Mar 31-Dec 30-Sep 30-Jun 31-Mar 31-Dec 30-Sep 30-Jun 31-Mar

Utilization Domestic

Towing/Supply 45.90% 48.90% 44.10% 41.80% 35.80% 32.20% 39.40% 42.30% 49.00% 48.00% 49.80% 46.20%

International

Towing/Supply 55.10% 55.20% 53.90% 56.70% 64.10% 71.10% 74.10% 74.60% 76.00% 75.70% 77.20% 76.70%

Offshore Tugs 58.70% 55.10% 59.40% 56.80% 56.00% 60.40% 54.20% 66.80% 65.20% 60.40% 53.40% 56.70%

Avg. Day Rates

Domestic

Towing/Supply $8,374 $8,268 $7,702 $7,413 $8,417 $9,623 $10,071 $12,402 $13,947 $12,867 $11,633 $9,863

International

Towing/Supply $11,761 $11,975 $12,108 $12,259 $12,254 $12,428 $12,518 $12,787 $12,745 $12,375 $11,660 $11,117

Offshore Tugs $6,665 $6,415 $6,402 $6,769 $6,654 $7,059 $7,744 $8,457 $8,149 $8,302 $8,931 $7,413

No. Vessels

Domestic

Towing/Supply 22 22 24 23 25 26 26 26 32 33 34 33

International

Towing/Supply 205 205 200 201 206 208 217 230 224 224 226 229

Offshore Tugs 27 27 27 27 25 24 28 30 32 33 36 36


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The primary driver of Tidewater’s business, and therefore revenues, is the level of their customers' capital and operating expenditures for oil and natural gas exploration, field development and production. These expenditures, in turn, generally reflect customers' expectations for future oil and natural gas prices, economic growth, hydrocarbon demand and estimates of current and future oil and natural gas production. The prices of crude oil and natural gas are critical factors in E&P companies' decisions to contract drilling rigs and offshore service vessels in the U.S. Gulf of Mexico or in international markets, with the international market being driven by supply and demand for crude oil, and the U.S. Gulf being influenced both by the supply and demand for natural gas (in regards to shallow water activity) and the supply and demand for oil (in regards to deepwater activity). Oil prices gradually recovered and stabilized in the range of $75 to $85/bbl during the calendar year 2010 due to signs of improvement in the global economy and, in part, because OPEC reduced crude oil production targets by more than 6.0% over the last 2 years in an effort to stabilize crude oil prices. During the most recent OPEC meeting in mid-December, OPEC officials voted to maintain its existing production targets. Tidewater expects that utilization and day rates for internationally-based vessels will continue to be correlated with oil prices, which in mid-January were trading over $90/bbl, drilling and exploration activity and the resulting demand for Tidewater's vessels in the various international markets. The number of deployed drilling rigs in the U.S. offshore market is generally the primary driver of the Tidewater’s expected activity levels and future profitability in the U.S. market. The offshore rig count in the U.S. Gulf remains at

historically low levels, in part because the strength of the international drilling market has attracted numerous offshore drilling rigs from the U.S. to various international markets over the past several years. Exploration and field development activity in the U.S. Gulf of Mexico had fallen off significantly, particularly in shallow water areas. As a consequence, the demand for offshore marine vessels in the shallow water U.S. Gulf diminished over the past few years and declined further in late calendar year 2008 and into 2009 due to the weaker demand for energy discussed earlier. Prior to the catastrophic explosion of the “Deepwater Horizon” drilling rig (and the resulting oil spill and drilling moratorium), exploration and field development activity in the deepwater areas of the U.S. Gulf was reasonably strong despite weak overall market fundamentals. The “Deepwater Horizon” incident, and potentially wide-ranging regulatory responses to the incident may have a material

impact on activity levels, particularly in deepwater areas. Other than the impact of new regulations, Tidewater's U.S.-based vessel fleet should be affected more by the active offshore rig count in the United States than by any other single outside influence. Natural gas prices, which in mid-January 2011 were trading in the $4.20 - $4.45 Mcf range, trended higher during December 2010 due to stronger demand from the industrial sector and higher consumer demand resulting from a colder-than-normal weather in North America and Europe. Although the pricing trend bodes well for activity in the mid and shallow water depths of the U.S. Gulf of Mexico market in the near-term, the rise in production of unconventional gas resources in North America and the commissioning of a number of new large LNG exporting facilities around the world are contributing to an over-supplied natural gas market. This exerts downward pricing pressures on the resource. While production of natural gas from unconventional sources is a relatively small portion of the worldwide natural gas production, it is expected to grow in the future. Despite recent increases in demand for natural gas, inventories for the resource in the U.S. continue to be oversupplied. High inventory levels are attributable to the increase of unconventional gas in the market, as well as a reduction in demand for the resource due to the global recession. Prolonged increases in the supply of natural gas, whether the supply comes from conventional or unconventional production will exert downward pressures on prices for natural gas. A prolonged downturn in natural gas prices can negatively impact the exploration and development plans of E&P companies, which in turn, would result in a decrease in demand for offshore support vessel services, primarily in Tidewater's U.S. segment.


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Certain oil and gas industry analysts are reporting in their 2011 E&P expenditures (both land-based & offshore) surveys that global capital expenditure budgets for E&P companies are forecast to increase by approx. 11% over calendar year 2010 levels. The surveys forecast that international capital spending budgets will increase approx. 12% while North American capital spending budgets are forecast to increase approximately 8.1%. The industry analyst reports that the gains in international spending will be led by the “super major” international oil companies and the national oil companies. It is anticipated that the North American capital budget increases will primarily be spent onshore rather than offshore. Capital expenditure budgets incorporated into the spending surveys were based on an approximate $77 average price per barrel of oil and an approx. $4.27 per mcf average natural gas price for calendar 2011. In recent years, international deepwater has been a growing part of the worldwide offshore crude oil and natural gas markets. International deepwater did not experience significant negative effects from the recent global economic recession, largely because deepwater oil and gas development typically involves significant capital investment and multi-year development plans. Such projects are generally underwritten by the participating exploration, development and production companies using relatively conservative assumptions in regards to crude oil and natural gas prices. These projects are therefore considered less susceptible to short-term fluctuations in the price of crude oil and natural gas. During the past few years, worldwide rig construction increased as rig owners capitalized on the high worldwide demand for drilling. Reports published during the most recently completed quarter suggest that over the next three to four years, the worldwide movable drilling rig count (currently estimated at approx. 820 movable offshore rigs worldwide, approx. 30% of which designed to operate in deeper waters) will increase as approx. 120 new-build offshore rigs currently on order and under construction are delivered. Of the estimated 820 movable offshore rigs worldwide, approx. 530 are working. It is further estimated that approx. 50% of these new build rigs are built to operate in deeper waters, suggesting that the number of rigs designed to operate in deeper waters could grow in the coming years by approx. one third. Investment is also being made in the floating production market, with approx. 55 new floating production units currently under construction and are expected to be delivered over the next five years and beyond to supplement the current approx. 335 floating production units worldwide. To the extent the rigs are built and delivered, it is believed that the new build rigs will largely target international regions rather than the U.S. Gulf due to longer contract durations, generally lower operating costs (including insurance costs) and higher drilling day rates available in the international markets. Future additional regulatory oversight and control with respect to offshore drilling in the U.S. Gulf following explosion of the Deepwater Horizon may also increase the relative appeal of international markets. According to ODS-Petrodata, the global offshore supply vessel market has approx. 385 new-build offshore support vessels (PSVs & AHTSs) at December 31, 2010, that are currently estimated to be under construction and that are expected to be delivered to the worldwide offshore vessel market primarily over the next three years. The current

worldwide fleet of these classes of vessels is estimated at approx. 2,590 vessels, of which approx. 9% are stacked. An increase in worldwide vessel capacity could have the effect of lowering charter rates, particularly in the context of declining levels of exploration, field development and production activity. However, the worldwide offshore marine vessel industry also has a large number of aging vessels, including more than 780 vessels that are at least 25 years old, that are nearing or exceeding original expectations of their estimated economic lives. These older vessels could potentially be removed from the market within the next few years if the cost of extending the vessels' lives is not economically justifiable. Although the future

attrition rate of these aging vessels cannot be accurately predicted, Tidewater believes that the retirement of a sizeable portion of these aging vessels would likely mitigate the potential combined negative effects of new-build vessels on vessel utilization and vessel pricing. Additional vessel demand could also be created with the addition of new drilling rigs and floating production units that are expected to be delivered and become operational over the next few years, which should help minimize the possible negative effects of the new-build offshore support vessels being added to the offshore support vessel fleet. It is unknown at this time the extent to which the recovery from the recent worldwide recession will influence the utilization of equipment currently in existence or the ultimate timing of delivery and placing into service of new drilling rigs, floating production units and vessels currently under construction. Analysts have reported some offshore vessel construction contract cancellations as a result of the foregoing factors, which may reduce the ultimate number of vessels built and delivered.


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As a general matter, leading edge day rates are declining across vessel classes; however, the impact of this decline on average day rate statistics has been mitigated by vessel charter contracts entered into in fiscal 2010 and prior years and a change in the mix of vessels that worked during the quarter ended December 31, 2010, relative to the quarter ended December 31, 2009. In particular, Tidewater added 52 new vessels to the fleet since the first quarter of fiscal 2010 and stacked 95 older, traditional vessels throughout fiscal 2010 and during the nine months ended December 31, 2010, and the traditional vessels generally earn lower day rates than newer vessels. As a result, the average working vessel during the quarter ended December 31, 2010 earned a higher average day rate than the average working vessel during the quarter ended December 31, 2009. Tidewater continued to stack and remove from its active fleet of internationally-based vessels that could not find attractive charter contracts. At the beginning of fiscal 2011, Tidewater had 63 international vessels stacked. During the nine months ended December 31, 2010, Tidewater stacked 43 additional vessels, sold and/or disposed of 20 vessels from the previously stacked vessel fleet, and returned to international service one vessel, resulting in a total of 85 stacked international vessels as of December 31, 2010. Tidewater’s towing supply/supply were responsible for the majority of the revenue decline realized during the quarter ended December 31, 2010, compared to the same period during fiscal 2010 due to a 9% decrease in utilization rates, and an approx. 3% decrease in average day rates. Increased revenue generated by Tidewater's deepwater class of vessels partially offset revenue losses incurred by the other vessel classes operating in the international segment. Revenues earned by the deepwater class of vessels increased approx. 18% during the quarter due to a modest 1% increase in utilization rates and, more importantly, due to an increase in the number of deepwater vessels operating in the international market following the addition of newly-built and acquired deepwater vessels to the fleet. Vessel revenues generated by the U.S. vessels increased 3% during the quarter ended December 31, 2010, as compared to the same period in fiscal 2010, due to higher utilization on the towing supply/supply vessels. Tidewater

continues to stack and remove from its active fleet vessels that cannot find attractive charter hire contracts. At the beginning of fiscal 2011, Tidewater had 20 stacked vessels in the U.S. segment. During the nine months ended December 31, 2010, Tidewater stacked five additional vessels, sold and/or disposed of 13 vessels from the previously stacked vessel fleet, and returned to domestic service five vessels, resulting in a total of seven U.S.-based stacked vessels as of December 31, 2010. During the quarter ended December 31, 2010, revenue earned by Tidewater's towing supply/supply class of vessels increased approx. 12% due to a 10% increase in utilization and relatively

stable average day rates. Higher utilization for the U.S. towing supply/supply class of vessels, in part, reflects the disposition of vessels. Revenue on Tidewater's deepwater class of vessels decreased approx. 1% during the quarter ended December 31, 2010, compared to the same period in fiscal 2010, due to approx. 5% lower average day rates. At December 31, 2010, Tidewater had 369 owned or chartered vessels (excluding joint-venture vessels and vessels withdrawn from service) in its fleet with an average age of 15.8 years. The average age of 191 newer vessels that have been acquired or constructed since calendar year 2000 as part of Tidewater's new build and acquisition program is 4.5 years. The remaining 178 vessels have an average age of 28.0 years. During the nine months ended December 31, 2010, Tidewater disposed of 37 vessels, including 18 anchor handling towing supply vessels, six platform supply vessels, 11 crewboats, one offshore tug vessel and one utility vessel. Thirteen of the 37 vessels disposed of were from the U.S. Gulf of Mexico vessel fleet while 21 vessels were from the international fleet. The remaining three vessels were disposed of from vessels previously withdrawn from service.


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Seacor Holdings Inc.’s net income for the quarter ended December 31, 2010 was $27.1 million on operating revenues of $580.4 million. For the year ended December 31, 2010, net income attributable to Seacor Holdings Inc. was $244.7 million on operating revenues of $2,649.4 million. Fourth quarter results were negatively impacted by an extremely soft market for offshore marine equipment in the U.S. Gulf of Mexico. In the aftermath of the Deepwater Horizon oil spill response, and despite the October 2010 lifting of the government-imposed moratorium on deepwater drilling, the U.S. offshore industry has been crippled by a virtual shut-down in the issuance of drilling permits by the Bureau of Ocean Energy Management, Regulation and Enforcement. For the preceding quarter ended September 30, 2010, net income attributable to Seacor Holdings Inc. was $149.9 million on operating revenues of $979.8 million. For the quarter ended December 31, 2009, net income attributable to Seacor Holdings Inc. was $22.2 million on operating revenues of $476.5 million. For the year ended December 31, 2009, net income attributable to Seacor Holdings Inc. was $143.8 million on operating revenues of $1,711.3 million. Marine Transportation Services Operating income was $1.4 million on operating revenues of $16.9 million compared with an operating loss of $17.3 million on operating revenues of $18.5 million in the preceding quarter. In the third quarter, Seacor recognized an impairment charge of $18.7 million on the “Seabulk America”. During the fourth quarter, Seacor entered into arrangements with a leasing company for the sale and leaseback of two of its vessels. Total sales proceeds received were $181.0 million, which exceeded the combined carrying value of the vessels by $69.3 million. In accordance with generally accepted accounting principles in the U.S., the gains on these sales will be deferred and amortized over the minimum leaseback periods (158 months for one vessel and 143 months for the other) as reductions in future lease expense. Demand for Seacor’s tankers is dependent on several factors, including petroleum production and refining activity levels in the United States, domestic consumer and commercial consumption of petroleum products, and chemicals and competition from foreign imports of oil products. During 2007 and 2006, orders placed by industry participants for the construction of new double-hulled vessels qualified for operation in the U.S. coastwise trade created uncertainty as to whether the market would be able to absorb such additional capacity. In response to the uncertainty of both demand and supply factors and in order to secure a portion of the fleet’s future earnings, Marine Transportation Services entered into long-term arrangements to bareboat charter-out four vessels with staggered delivery dates. The first vessel began its charter in March 2007, the second in September 2008, the third in January 2010, and the fourth in October of 2010. As of December 31, 2010, Seacor believes third parties had contracted to build approx. eight U.S.-flag tank vessels that could compete with Marine Transportation Services’ equipment. Six vessels are scheduled to be delivered in 2011, one vessel in 2012, and the remaining vessel in 2013. It is anticipated that retirements of U.S.-flag tank vessels under OPA 90 regulations will be two in 2011, one in 2012 and three between 2013 and January 1, 2015.

Harbor and Offshore Towing Services - reported an operating loss in the fourth quarter of $0.8 million on operating revenues of $16.4 million compared with operating income of $4.4 million on operating revenues of $20.0 million in the preceding quarter. The reduction in operating income reflects the winding-down of activities in support of the Deepwater Horizon oil spill response and higher drydocking expenses.

Segment profit increased in 2010 compared with 2009 primarily due to activity associated with the Oil Spill Response. These increases were partially offset by higher repair and fuel costs and higher expenses related to insurable incidents. Segment profit decreased in 2009 compared with 2008 primarily due to the conclusion of several long-term outside harbor contracts and lower harbor tug activity as a result of reductions in shipping activities in the ports in which Harbor and Offshore Towing Services operates.


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Hornbeck Offshore Services’ fourth quarter 2010 revenues increased 10.2% to $97.3 million compared to $88.3 million for fourth quarter 2009 and decreased 22.4% compared to $125.4 million for third quarter 2010. Operating income was $18.7 million, or 19.2% of revenues, for fourth quarter 2010 compared to $24.2 million, or 27.4% of revenues, for the prior-year quarter; and $43.3 million, or 34.5% of revenues, for the third quarter of 2010. Revenues for 2010 increased 9.0% to $420.8 million compared to $385.9 million for 2009. Operating income was $112.2 million, or 26.7% of revenues, for 2010 compared to $101.7 million, or 26.4% of revenues, for the prior year. Net income for 2010 decreased 27.8% to $36.4 million, compared to $50.4

million for 2009. Excluding the June 2009 Downstream non-cash impairment charge of $26.7 million operating income, operating margin, net income and diluted EPS for 2009 were $128.4 million, 33.3% and $67.1 million, respectively. The year-over-year decrease in adjusted operating income and net income was substantially due to the incremental costs and downtime for mobilizing eight vessels to Latin America for multi-year charters and related importation delays. Hornbeck's revenues for 2010 were higher than 2009 due to the incremental contributions from vessels added to Hornbeck's fleet through its newbuild and conversion programs since fourth quarter ‘09 and the temporary demand from oil spill relief activities. Hornbeck's net income for 2010 included an aggregate pre-tax gain of $1.9 million ($1.2 million after tax) for sale of two conventional OSVs, one older, lower horsepower tug and two single-hulled tank barges.

Hornbeck Tug & Tank Barge Quarterly Utilization and Day Rates 2010 2009 2008

31-Dec 30-Sep 30-Jun 31-Mar 31-Dec 30-Sep 30-Jun 31-Mar 31-Dec

No. Tank Barges 9 9 9 9 9 9 19.8 20 21

Fleet Cap. (bbl) 884.6 884.6 884.6 884.6 884.6 884.6 1,616.0 1,633.4 1,745.3

Barge Size (bbl) 98,291 98,291 98,291 98,291 98,291 98,291 81,430 81,671 83,107

Utilization 85.60% 86.90% 74.20% 75.10% 71.50% 67.60% 44.30% 56.70% 59.40%

Avg. Dayrate $16,782 $18,615 $18,708 $15,816 $16,210 $28,503 $17,784 $18,695 $18,507 Note: As of 9/30/09, above only includes the double-hulled tank barges. All single-hulled tank barges have been stacked and excluded from above computations.

Revenues from the Downstream segment of $11.9 million for the fourth quarter of 2010 increased by $2.3 million, or 24.0%, compared to $9.6 million for the same period in ‘09, but were lower than the sequential quarter by $1.5 million, or 11.2%. This year-over-year revenue increase was largely due to Hornbeck having two double-hull tank barges temporarily supporting oil spill response activities in the Gulf of Mexico, which concluded during fourth quarter 2010. Hornbeck's double-hull tank barge average dayrates were $16,782 for fourth quarter 2010 compared to $18,617 for the sequential quarter and $16,210 for the same period in ‘09. Excluding the incremental well-test revenues from the sequential quarter, Hornbeck's average double-hulled tank barge dayrates would have been $16,430 which is $352 lower than the fourth quarter 2010. Utilization for the double-hull tank barge fleet was 85.6% for fourth quarter 2010 compared to 71.5% for the year-ago quarter and 86.9% for the sequential quarter. Utilization improved year-over-year primarily due to temporary oil spill-related demand during fourth quarter 2010, which accounted for roughly 21% of the total TTB vessel-days worked. As of December 31, 2010, the Downstream fleet was comprised of a mix of nine double-hull tank barges, four single-hull tank barges and 15 ocean tugs. All of the single-hull tank barges and six lower horsepower tugs, which are non-core assets, were stacked as of December 31, 2010. Hornbeck completed sale of all four of its remaining single-hull tank barges during first quarter 2011. Downstream results for the year ended December 31, 2010 were adversely impacted by the continued decline in demand for petroleum products in the U.S. In addition, approx. 2.0 million barrels of double-hull tank barge capacity was delivered to the market since ‘09, which further expands the oversupply of tank barges. These unfavorable supply/demand fundamentals were temporarily offset by increased demand for Downstream equipment in connection with BP's oil spill recovery efforts. During third quarter 2010, it had as many as five double-hull tank barges assisting with spill related activities. As of December 31, 2010, there were no double-hull tank barges remained on charter related to spill response activities. Hornbeck anticipates weak market conditions for Downstream vessels will continue into at least first half 2011 which may result in its decision to stack one or more double-hull tank barges during first half 2011. With the protracted weak demand for tugs and tank barges coupled with the expansion of the Upstream fleet, Hornbeck expects its Downstream segment to represent a much smaller portion of consolidated operating results compared to historical trends. Hornbeck's forward contract coverage for its nine-vessel fleet of double-hull tank barges for the full-year 2011 is currently 27%, up from 15% as of third quarter 2010. These contract backlog percentages are based on available vessel-days, not estimated revenue. Effective dayrates for Hornbeck's nine double-hull tank barges are projected to be region of $13 - $14,000 for 2011.


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Kirby Corporation of Houston, Texas had net earnings for the fourth quarter ended December 31, 2010 of $31.6 million compared with $29.2 million for the 2009 fourth quarter. Consolidated revenues for the 2010 fourth quarter were $286.3 million compared with $259.6 million reported for the 2009 fourth quarter. Joe Pyne, Kirby’s CEO, commented, “The United States petrochemical industry is currently very competitive on a global basis. With approximately 70% of our marine transportation revenues tied to the United States petrochemical industry, a globally competitive petrochemical business is important to Kirby. The petrochemical industry’s global competitive position is attributed to a number of factors including its size, industry integration and an efficient transportation system, an important segment of which is inland tank barging. During 2010, low priced natural gas, a basic feedstock used by many of our customers, significantly improved the competitiveness of the United States petrochemical industry. As a result, production volumes from United States petrochemical plants for both domestic and foreign destinations remained strong and led to an overall tank barge utilization level in the mid to high 80% range during 2010. Our diesel engine services power generation sector reported a strong quarter with engine-generator set upgrade projects, higher parts sales and new engine sales, partially offset by the continued deferral of major maintenance projects by our Gulf Coast oil services customers.” Kirby reported net earnings for the 2010 year of $116.2 million compared with $125.9 million for 2009. Consolidated revenues for 2010 were $1.11 billion compared with $1.08 billion for 2009. Marine transportation revenues for the 2010 fourth quarter was $232.4 million, a 7% increase compared with the ‘09 fourth quarter, while operating income was $49.4 million, a 3% decrease. Improved marine transportation revenues reflected continued modest improvement in tank barge demand and equipment utilization levels in the petrochemical market during the 2010 fourth quarter as low natural gas prices continued to enhance the global competitiveness of the U.S. petrochemical industry, thereby producing increased marine transportation volumes for basic petrochemicals to both domestic consumers and terminals for export destinations. In addition, the black oil products market reflected high equipment utilization levels during the fourth quarter due to continued high refinery utilization and strong export demand for certain black oil products. Higher revenues were also impacted by a 16% increase in fuel prices during the 2010 fourth quarter versus the ‘09 fourth quarter. Offsetting improved demand and equipment utilization levels was the negative impact of lower term contract rates renegotiated during ‘09 and the 2010 first half. The marine transportation operating margin was 21.2% for the 2010 fourth quarter compared with 23.6% for the ‘09 fourth quarter, a reflection of lower contract rates renegotiated throughout ‘09 and the 2010 first half, and higher fuel costs, partially offset by modestly higher equipment utilization and by the cost reduction initiatives implemented throughout ‘09 and 2010.

The marine transportation segment is primarily a provider of transportation services by barge for inland and offshore markets. As of February 23, 2011, equipment owned or operated by the marine transportation segment consisted of 825 active inland tank barges, 222 active inland towboats, four offshore dry-cargo barges, four offshore tugboats and one offshore shifting tugboat. Active inland towboats, offshore tugboats and offshore shifting tugboat provide the power source and the active inland tank barges and offshore dry-cargo barges provide the freight capacity. When the power source and freight capacity are combined, the unit is called a tow. Kirby’s inland tows generally consist of one towboat and from one to 25 tank barges, depending upon the horsepower of the towboat, the river or canal capacity and conditions, and customer requirements. Offshore tows consist of one tugboat and one dry-cargo barge.

Based on cost and safety, inland barge transportation is often the most efficient and safest means of transporting bulk commodities compared with railroads and trucks. The cargo capacity of a 90,000bbl three barge tow is the equivalent of 150 railroad tank cars or 470 tractor-trailer tank trucks. A typical Kirby lower Mississippi River linehaul tow of 15 barges has the carrying capacity of approx. 260 railroad tank cars or approx. 825 tractor-trailer tank trucks. The 260 railroad tank cars would require a freight train approx. 2 3/4 miles long and the 825 tractor-trailer tank trucks would stretch approx. 35 miles, assuming a safety margin of 150’ between the trucks. Kirby’s active tank barge fleet capacity of 15.9 million barrels equates to approx. 26,600 railroad tank cars or approx. 83,200 tractor-trailer tank trucks. In addition, studies comparing inland water transportation to railroads and trucks have proven shallow draft water transportation to be the most energy efficient and environmentally friendly method of moving bulk materials. One ton of bulk product can be carried 576 miles by inland barge on one gallon of fuel, compared with 413 miles by railroad or 155 miles by truck.


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The number of tank barges that operate on the inland waterways of the U.S. declined from an estimated 4,200 in 1982 to 2,900 in 1993, remained relatively constant at 2,900 until ‘02, decreased to 2,750 from ‘02 through ‘06 and increased to 3,050 by the end of ‘08 and 3,150 by the end of ‘09, and is estimated at 3,100 at the end of 2010. Kirby believes the decrease from 4,200 in 1982 to 2,750 in ‘06 primarily resulted from: the increasing age of the domestic tank barge fleet, resulting in scrapping; rates inadequate to justify new construction; a reduction in tax incentives, which previously encouraged speculative construction of new equipment; stringent operating standards to adequately cope with safety and environmental risk; the elimination of government regulations and programs supporting the many new small refineries and a proliferation of oil traders which created a strong demand for tank barge services; an increase in the average capacity per barge; and an increase in environmental regulations that mandate expensive equipment modification, which some owners were unwilling or unable to undertake given capital constraints and the age of their fleets. The cost of tank barge hull work for required periodic U.S. Coast Guard certifications, as well as general safety and environmental concerns, force operators to periodically reassess their ability to recover maintenance costs. The increase from 2,750 in ‘06 to an estimated 3,100 by the end of 2010 primarily resulted from increased barge construction and deferred retirements due to strong demand and resulting capacity shortages through the ‘08 third quarter. From ‘03 through ‘06, Kirby believes that new tank barge construction approximated retirements. During ‘07 and 2008, sustained favorable market conditions stimulated additional new capacity. During the first nine months of ‘08 and prior to the deterioration of the marine transportation markets in the ‘08 fourth quarter, Kirby and many competitors signed tank barge construction contracts with shipyards for ‘09 and 2010 deliveries. During 2010, Kirby estimated that approx. 115 new tank barges were delivered and placed in service and an estimated 165 tank barges were retired; however, the current reduction of petrochemical and refining production compared with peak levels in ‘08 resulted in excess barge capacity, lower utilization and the acceleration of the retirement of older barges. While weaker market conditions may constrain industry wide new barge orders for 2011 and the retirement of older barges may be further accelerated, the cost of constructing new tank barges has decreased significantly. The reduced construction price of new tank barges, along with the two-year extension of bonus tax depreciation on qualified property, may accelerate the building of new tank barges. The risk of a continued oversupply of barges may be mitigated by the fact that the tank barge industry has a mature fleet, with approx. 850 tank barges over 30 years old and approx. 500 of those over 35 years old, which may lead to early retirement of some older tank barges. The average age of the nation’s tank barge fleet is 20 years, with 28% of the fleet built in the last 10 years. Single hull barges comprise approx. 3% of the nation’s tank barge fleet, with an average age of 37 years. Single hull barges are being driven from the nation’s tank barge fleet by market forces, stringent environmental regulations and rising maintenance costs. Single hull tank barges are required by current federal law to be retrofitted with double hulls or phased out of domestic service by 2015. Due to a market bias against single hull tank barges, Kirby retired its nine remaining single hull tank barges in ‘09. Market bias and current weak market conditions may also result in reduced lives for single hull tank barges industry wide. Commenting on the 2011 first quarter and full year market conditions and guidance, Mr. Pyne said, “Our guidance for the 2011 first quarter is $.56 to $.61 per share. This compares with $.46 per share for the 2010 first quarter that included a $.05 per share charge for retirements and shore staff reductions. Our 2011 first quarter guidance includes unfavorable winter weather conditions at various severity levels and equipment utilization from the mid to high 80% range. For the 2011 year, our guidance range is $2.35 to $2.55 per share compared with $2.15 per share for 2010. Our low end guidance assumes equipment utilization will be consistent with current utilization throughout 2011, and term contract renewal and spot contract pricing will improve modestly later in the year. Our high end guidance assumes a continued modest improvement in equipment utilization, some reduction in excess industry-wide tank barge capacity and modest improvement in term contract renewal and spot contract pricing throughout 2011. Both our 2011 year low end and high end guidance assumes our diesel engine services segment will continue to face challenges in its Gulf Coast oil services market, with some gradual improvement as 2011 progresses, and assumes stable Midwest and East Coast marine markets, and a stable power generation market. Our guidance represents our current judgment with respect to our 2011 performance as the United States economy continues its slow recovery process. Our 2011 capital spending guidance range is $170 to $180 million, including approximately $100 million for the construction of 40 new tank barges and three new towboats.” Commenting on the financial condition of Kirby, Mr. Pyne said, “Kirby remains in excellent financial condition with an investment grade rated balance sheet, sustainable cash flows and low debt levels. We currently have $209 million of cash on our balance sheet. During the recessionary years of 2009 and 2010 we removed a significant amount of cost from our businesses, thereby allowing us to maintain marine transportation operating margins above 20%..”


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K-Sea Transportation Partners has entered into a definitive merger agreement with Kirby Corporation. Pursuant to the terms of the agreement, K-Sea will become a wholly-owned subsidiary of Kirby. The K-Sea management team will continue to run the day-to-day operations of the coastwise tank barge business after completion of the transaction. The merger agreement was

unanimously approved by the K-Sea's Board of Directors, acting upon the unanimous recommendation of its conflicts committee. Under the terms of the agreement, K-Sea's common unitholders will have the right to elect to receive either (a) $8.15 in cash; or (b) $4.075 in cash plus 0.0734 of a share of Kirby's common stock for each common unit. K-Sea's preferred unitholders will receive $4.075 in cash and 0.0734 of a share of Kirby's common stock for each preferred unit. K-Sea's general partner will receive $8.15 in cash for each general partner unit and $18 million in cash for K-Sea's incentive distribution rights. The transaction price of $8.15 per K-Sea common unit represents a 26% premium to the closing price on Friday, March 11

th and a 38% premium to the 30-day average closing price. The equity in the

transaction is valued at approximately $335.3 million based on approximately 38.9 million units outstanding, and is expected to close in the second or third calendar quarter of 2011. President and CEO, Timothy J. Casey said “Kirby's record of long-term growth and delivering shareholder value is among the best in the maritime industry, not only in the U.S. but also arguably throughout the world. The company is admired and respected by customers and competitors alike. K-Sea's management is excited to partner with the Kirby organization, and is delighted our unitholders have the opportunity to elect to become shareholders of Kirby. We look forward to working with Kirby's management and seeing the business opportunities that the combination will likely provide K-Sea.”

In connection with this transaction, KA First Reserve, LLC and certain affiliates of Jeffries Capital Partners have entered into support agreements pursuant to which they have agreed to vote their K-Sea units in favor of the merger. These entities currently hold all of K-Sea's outstanding preferred units and approx. 59.9% of its outstanding common units (including the outstanding preferred units on an as-converted basis), which is a sufficient number of units to approve the merger. UBS Investment Bank acted as financial advisor to K-Sea and Stifel, Nicolaus & Company, Incorporated acted as financial advisor to K-Sea's Conflicts Committee. Latham & Watkins LLP acted as legal counsel to K-Sea and DLA Piper acted as legal counsel to K-Sea's Conflicts Committee.

On 1

st February, 2011, Kirby Corporation signed an agreement to purchase the ship bunkering operations of

Enterprise Marine Services for approx. $53 million in cash. The asset purchase will consist of 21 inland and offshore tank barges and 15 inland towboats and offshore tugboats. Enterprise provides transportation and delivery services for ship bunkers (engine fuel) to cruise ships, container ships and freighters primarily in the Miami, Port Everglades and Cape Canaveral, Florida area, the three largest cruise ship ports in the United States, as well as Tampa, Florida, Mobile, Alabama and Houston, Texas. The closing of the asset purchase is expected to occur this month. Funding of the acquisition will be through the use of Kirby’s existing cash. Joe Pyne, Kirby’s CEO, commented, “The purchase of the Enterprise ship bunkering assets expands our marine transportation operating footprint in Florida, as well as expands our existing Houston ship bunkering operation. The Enterprise tank barges are relatively new, with an average age of seven years and the large majority of the vessels are under time charter agreements ranging from two to three years.” Mr. Pyne further stated, “We expect the ship bunkering operations to be immediately accretive to Kirby’s earnings. Projected full year revenue from the asset purchase is anticipated to be in the $30 to $35 million range, generating projected full year net earnings in the $.05 to $.07 per share range.”


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K-Sea Transportation’ reported operating income of $0.7 million, excluding a $1.6 million net gain on sale of assets, for the quarter ended December 31, 2010. In the second fiscal quarter ended December 31, 2009 operating income was $3.0 million, excluding a $1.7 million one-time loss. EBITDA for second quarter fiscal 2011 was $13.2 million excluding the aforementioned net gain on sale of assets, compared to $15.9 million, before the one-time item, for second quarter ended December 31, 2009. President and CEO Timothy J. Casey said, “The year-on-year comparisons for our second fiscal quarter are not indicative of the substantial progress achieved over the past year. Importantly, in the most recent quarter, in order to take advantage of specific market opportunities that are expected to benefit future periods, the company incurred approx. $1.1 million in costs to reposition vessels between geographic regions, and to switch from dirty products to clean products. These costs are non-recurring in nature and were incurred in order to match our fleet capabilities with market demand. We have started to see recoveries in our markets, rebounding from the harsh decline in these markets in the second half of fiscal 2010. Utilization of our barge fleet averaged approx. 72% in the March and June 2010 quarters; for the first half of fiscal 2011, utilization was 81%. Our average daily rates, influenced by both an improving market and a larger average vessel size, were up 7% and 12% for the quarter and first half, respectively, in fiscal 2011. Adjusted EBITDA, excluding one-time and non-recurring items such as the clean-up work in the Gulf of Mexico, which fell to $9.1 million in the March 2010 quarter, improved to $12.4 million, $15.3 million and $13.2 million in the June, September and December 2010 quarters, respectively. As indicated at the end of the previous quarter, we have entered into one-year and two-year charters on two of our coastwise vessels, extended for two years a charter on another coastwise unit and signed a one-year agreement on a small local vessel. We continue to work on contracted business and hope to make further inroads in this regard in the coming months. At June 30, 2010, our fleet's contract cover for charters of at least one year, as measured by barrel capacity, was 48% versus 68% a year earlier; as a result of the recent contracts mentioned above, our current contract cover has increased to 54%. There is early evidence of increased refined product demand across North America, and of re-openings of previously shut-down refineries which should only add to this trend. In short, we believe the industry is past the low point and improving slowly. When all single-hulls vessels leave the market, we expect the pace of recovery to accelerate. With the caveat that the March quarter is typically our weakest fiscal quarter for seasonal reasons, we are optimistic that the balance of the calendar year will show further improvement.” The $1.6 million gain was generated from the previously announced sale of a waste water treatment facility in Norfolk, Virginia and sale of one single-hulled barge. EBITDA, excluding the $1.6 million net gain on sale of assets referred to above, was $13.2 million for the three months ended December 31, 2010 compared to $15.9 million for the three months ended December 31, 2009, excluding $1.7 million write-down on acquisition of land and building. EBITDA and operating income for second fiscal quarter 2011 were negatively impacted by fewer total working days owing to the sale or retirement of twelve single-hull tank barges and two older double-hull barges during the last twelve months. Net utilization on the remaining double-hull fleet decreased mainly due to expiring contracts resulting in employment of vessels in the spot market. Average daily rate for the three months ended December 31, 2010 increased to $12,114 compared to $11,307 for the three months ended December 31, 2009.

K-Sea Transportation Quarterly Supplemental Operating Statistics

2010 2009 2008

31-Dec 30-Sep 30-Jun 31-Mar 31-Dec 30-Sep 30-Jun 31-Mar 31-Dec

Local Trade

Avg. Daily Rate $7,557 $7,439 $7,327 $7,280 $7,385 $7,210 $7,294 $8,067 $7,493

Net Utilization 74% 74% 74% 73% 76% 80% 77% 80% 83%

Coastwise Trade

Avg. Daily Rate $14,489 $14,800 $13,340 $13,440 $13,290 $12,509 $13,862 $13,865 $13,151

Net Utilization 83% 85% 79% 71% 81% 89% 85% 85% 91%

Total Fleet

Avg. Daily Rate $12,114 $12,584 $11,391 $11,259 $11,307 $10,791 $11,740 $11,979 $11,334

Net Utilization 80% 81% 77% 71% 80% 86% 82% 84% 88%

Average daily rate is equal to the net voyage revenue earned by a group of tank vessels during the period, divided by the number of days worked by that group of tank vessels during the period. Net utilization is equal to the total number of days worked by a group of tank vessels during the period, divided by total calendar days for that group of tank vessels during the period.


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In K-Sea’s coastwise trade, net voyage revenue was $38.1 million for the three months ended December 31, 2010, a decrease of $3.5 million, or 8.4%, compared to $41.6 million for the three months ended December 31, 2009. Net utilization in coastwise trade was 83% and 81% for the three months ended December 31, 2010 and 2009, respectively. Net voyage revenue in coastwise trade decreased by $10.9 million for the three months ended December 31, 2010 primarily due to: (1) a decrease of $4.1 million relating to seven barges worked in the spot market in the three months ended December 31, 2010 compared to being on time charters during the three months ended December 31, 2009, which generally results in lower average daily rates and utilization, (2) decrease of $3.3 million relating to seven

vessels, six of which were retired during fourth quarter fiscal 2010 and one which moved from K-Sea’s coastwise trade to its local trade during the first quarter of fiscal 2011, (3) decrease of $2.3 million relating to four barges, two of which were sold during fourth quarter fiscal year 2010 and two of which were sold during first quarter fiscal 2011, (4) a decrease of $0.7 million relating to two vessels, one of which began a bareboat charter during the three months ended December 31, 2010 and one of which had lower utilization during the three months ended December 31, 2010 due to a weak demand in the spot market, and (5) a decrease of $0.5 million due to one vessel laid up during the quarter ended December 31, 2010. Decreases

were partially offset by an aggregate increase in net voyage revenue in K-Sea’s coastwise trade of $7.4 million relating to: (1) an increase of $5.0 million as a result of an increase in the number of working days for its barges “DBL 185”, which began operations in November ‘09, “DBL 54”, which began operations in March 2010, and “DBL 106”, which began operations in April 2010, (2) an increase of $1.7 million due to four vessels, including two vessels which had improved spot market demand and utilization and two barges which were on contract during the three months ended December 31, 2010 and were not on charter for the three months ended December 31, 2009, and (3) an increase of $0.7 million relating to two vessels which were in the shipyard for an extended period during the three months ended December 31, 2009. Coastwise average daily rates increased 9.0% to $14,489 for the three months ended December 31, 2010 from $13,290 for the three months ended December 31, 2009. The increase in rate reflects the positive impact of new-build deliveries and exclusion of recently retired single hulls, offset by lower rates in the spot market. Net voyage revenue in K-Sea’s local trade for the three months ended December 31, 2010 decreased by $1.3 million, or 11.1%, to $10.4 million from $11.7 million for the three months ended December 31, 2009. Local net voyage revenue decreased $3.4 million for the three months ended December 31, 2010 due to: (1) a decrease of $1.4 million relating to four barges which worked in the spot market in the three months ended December 31, 2010 as compared to being on time charter for the three months ended December 31, 2009, which generally results in lower average daily rates and utilization, (2) a decrease of $0.8 million for three barges which had lower spot market rates due to weak demand in the black oil spot market, (3) a decrease of $0.9 million due to the retirement of two single hull barges and the sale of two single hull barges during the fourth quarter of fiscal year 2010, and (4) a decrease of $0.3 million relating to one barge which moved to bareboat work during the three months ended December 31, 2010. These decreases were partially offset by an aggregate increase in net voyage revenue in K-Sea’s local trade of $2.0 million relating to: (1) an increase of $1.1 million due to five vessels which had higher utilization during the three months ended December 31, 2010 due to a higher demand in the clean oil and Philadelphia black oil market, (2) an increase of $0.5 million relating to two vessels which were in the shipyard for an extended period during the three months ended December 31, 2009, (3) an increase of $0.2 million relating to one vessel which moved from coastwise trade to local trade during the first quarter of fiscal 2011, and (4) an increase of $0.2 million relating to K-Sea’s new-build barge, the “DBL 33”, which began operations during the three months ended December 31, 2010. Net utilization in local trade was 74% for the three months ended December 31, 2010, compared to 76% for the three months ended December 31, 2009. Average daily rates in local trade increased to $7,557 for the three months ended December 31, 2010 from $7,385 for the three months ended December 31, 2009. The increase in the average daily rate for K-Sea’s local trade was positively impacted by the continued retirement of its single hull vessels. At December 31, 2010, approximately 98% of the barrel carrying capacity of K-Sea’s tank vessel fleet was double-hulled in compliance with OPA 90, and the remainder will be in compliance with OPA 90 until January 2015. K-Sea took delivery of one 30,000bbl tank barge in July 2010, the “DBL 33”; and one 30,000bbl tank barge in August 2010, the “DBL 34”. K-Sea has a long term contract with a customer relating to the “DBL 33”. During the six months ended December 31, 2010, K-Sea sold the “DBL 34”, two of its older double-hull barges, two tug boats, one single hull barge, three smaller vessels and certain vessel equipment. K-Sea expects to take delivery of a 50,000bbl tank barge in the third quarter of fiscal 2011 under a lease from a shipyard.


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Reductions in U.S. refinery utilization that K-Sea experienced in the first half of calendar 2010, particularly in the March 2010 quarter, appears to have abated. Refinery utilization, which was as low as 77.7% in late January 2010, has on a weekly basis ranged from approx. 86% to 91% from May 2010 to December 2010 compared to a range of approx. 79% to 88% from May 2009 to September 2009. In both the East Coast and West Coast markets, utilization of K-Sea’s vessels in the spot market slowly improved. This is attributed to refinery utilization remaining above ‘09 levels. During this same period, inventory levels of refined petroleum products remained high which have kept spot market rates below 2008 levels. While the inventories remain above the five year average, they have started to decline. However, K-Sea does not expect markets to improve materially until there is a clear uptrend in refined products consumption and the supply of vessels declines as single-hull vessels and barges are removed from service. K-Sea continues to believe that an increasing number of single-hull vessels will exit the market as K-Sea moves through calendar 2011. K-Sea’s overall vessel utilization improved significantly to 81% in for the six months ended December 31, 2010. Some improvement was attributable to the eight barges that were working in the Gulf of Mexico on the oil spill clean-up efforts during the quarter ended September 30, 2010. Overall vessel utilization was 80% for the three months ended December 31, 2010, despite the fact that the vessels deployed in the Gulf of Mexico clean-up efforts in the September 30, 2010 quarter have returned from charter and certain vessels chartered in the northern Alaskan markets began to experience seasonal downtime. For the quarter ended March 31, 2011, K-Sea expects to see some decrease in utilization due to a full quarter’s effect of seasonality in the northern Alaskan and Great Lakes markets. In the first six months of fiscal year 2011, K-Sea entered into one-year and two-year charters on two of its coastwise vessels, extended for two years a charter on another coastwise unit and signed a one-year agreement on a small local vessel. Unlike the first half of calendar 2010, K-Sea is starting to see its customers commit to charter contracts on a long-term basis and are in discussion on other term business. As of December 31, 2010, approx. 56% of its fleet (barrel carrying capacity) is under term contract, up from 48% at June 30, 2010. Assuming non-renewal, about 8% of this contracted capacity is scheduled to expire by the end of 2011 fiscal year; however, based on negotiations of these renewals and on discussions with customers on term business K-Sea anticipates the contract percentage to increase. in July 2010, it took delivery of the 30,000bbl tank barge “DBL 33”; and in August 2010, it took delivery of the 30,000bbl “DBL 34”. These tank barges cost, in the aggregate and after the addition of certain special equipment, approx. $6.8 million. K-Sea has a long term contract relating to the “DBL 33”. K-Sea expects to take delivery of a 50,000bbl tank barge in third quarter fiscal 2011 under a lease from a shipyard. During the six months ended December 31, 2010, K-Sea sold a new-build double hull vessel, a single hull vessel, two tugs and two of its oldest double-hull barges for $15.6 million in cash. Additionally, it sold its waste water treatment facility for net cash proceeds of $3.2 million and a seller’s note of $1.5 million.

Trailer Bridge, Inc. of Jacksonville, Florida announced significant progress on the re-financing of its 9 1/4 % Notes due November 2011. Trailer Bridge expects to refinance these Notes prior to their due date of November 2011. Trailer Bridge is actively working with two lenders on a combined refinancing to redeem the Notes and concurrently refinance other indebtedness. Trailer Bridge is in

the process of documentation with the lenders and in the second quarter expects to give the required 45 – 60 day notice to the existing bondholders of its intent to redeem such notes. The expected blended interest rate will be under 10.25%, and Trailer Bridge will incur certain one-time charges at the time of closing. The refinancing is expected to consist solely of debt, to bear interest at a variable rate, in part, and at a fixed rate, in part, to have a term of not less than five years, and to be secured by substantially all of Trailer Bridge’s revenue generating assets. Since Trailer Bridge has not refinanced its public Notes due November 2011, the $82.5 million is treated as a current liability. Trailer Bridge’s deployed vessel capacity utilization during the fourth quarter was 97.5% southbound and 22.2% northbound, compared to 92.0% and 29.8%, respectively, during the fourth quarter of 2009 on one less sailing than the previous year, and 91.9% and 25.9%, respectively, sequentially from the third quarter of 2010. The fourth-quarter sailing schedule was impacted by weather which required additional expense of approximately $200,000 to insert an additional vessel and tug to return to our normal schedule. The reduction of one sailing at the end of the fourth quarter enabled the commencement of the ro/ro dry docking. Trailer Bridge had revenue of $28.4 million during the quarter, compared to $30.7 million in the prior year, down 7.6% from the prior year period and down 3.0% sequentially from the third quarter of 2010. Excluding the effect of fuel surcharges, revenue decreased 11.3% from the prior year period and 4.0% from the third quarter of 2010. Charter revenues were lower during the period at $0.1 million, compared to $1.3 million in the prior year period, and lower by $0.9 million sequentially from the third quarter of 2010.


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Recent News – Latin America It is busy times for Harms Bergung’s AHTs, the 58.6m, 19,000BHP “Taurus”, the 47.8m, 8,087BHP “Pegasus” and 74.3m, 24,500BHP “Orcus”. The three sisters are chartered by Murphy Oil to perform offshore support duties to their operations in Suriname. The tasks for the Harms fleet includes, but is not limited to, jack-up support duties and heading control duties to a 260m long tanker. The charter was expected to take approx. two – three weeks. The 298 tonne bollard pull “Orcus” had just delivered the new ultra-deepwater, semi-submersible drilling rig “Ensco 8503” at French Guiana. On February 9

th, “Orcus” departed Fourchon, Louisiana for her maiden voyage,

having been just built in 2010. Tullow Oil, supported by Ensco, entrusted this heavy tow to the powerful tug. A distance of 2,700nm,

taking the tow through the strong currents encountered in the Caribbean Sea, was done in just 20 days. A true expression of force indeed. Drilling operations in French Guiana are estimated to be up to three months in duration. On redelivery of the tugs by Murphy the vessels are available again for world-wide employment. Boa Group of Norway has sold their 122.45 x 30.5 x 7.6 “Boabarge 7” to Mexican interests. The 15,000 tonnes deadweight, heavy lift and semi-submersible, ocean-going barge was originally built in 1977 in Japan by Tamano Works and had worked worldwide on various transports and projects.

Harms Bergung’s 47.8m, 100 tonne bollard pull AHTs “Pegasus” and “Centaurus” were committed just before Christmas 2010 by Boa Marine Services Inc., a subsidiary of the Boa Group, to tow the 90m x 55m, 13,074 ton displacement semi-submersible accommodation platform “Chemul” (ex-Safe Karinia) from Halifax/Canada to offshore location in Mexico. After a thorough inspection the condition of both units was found to be in impeccable condition and the tugs were immediately ordered to sail from Rotterdam to Halifax, where the unit had completed a major overhaul. Mantenimiento Marino De Mexico was awarded the contract by Pemex to complete the platform outfitting in Mexico. After mobilization to Halifax, Both tugs commenced towage from Halifax which took 18 days to arrive in Mexico and both “Pegasus” and “Centaurus” were released on 24th January 2011. Bad weather conditions at the beginning of the towage (60kn wind and high currents) did not influence the overall

successful performance of the towage. The GAV 2000 design “Chemul”, originally built in 1983, had been damaged in 2005 during hurricane Katrina when she became wedged underneath the Cochrane Bridge in Alabama after breaking free from her moorings and being pushed upstream by the storm surge.

In direct continuation to the tow of the semi-submersible Accommodation Platform “Chemul”, Boa Marine Services fixed the 95 tonne bollard pull AHT “Boa Mighty” along with “Pegasus” and “Centaurus” on the 26th of January to perform heading control and towage in association with the arrival of the jack-up rig “Menadrill 1” for Terramar Oil Services. The Jack up rig had been transported by the Dockwise vessel, “Mighty Servant III” to a location offshore Tuxpan, Mexico. The operation was performed on behalf of and in good cooperation with Terramar Oil Services within nine days span. All three assets safely performed the operation and delivered the “Menadrill 1” safely in port in Tuxpan to the satisfaction of all parties.


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Royal Boskalis Westminster N.V. has been awarded a contract from Ocean Reef Island Inc to construct an artificial island off the coast near the residential area of Punta Pacifica in Panama City. The project, with a contract value of approximately � 55 million, is already underway and the project is expected to be completed mid 2012. The prestigious project involves constructing an artificial island in the Pacific Ocean off the densely populated shoreline of Panama City. Ten hectares of premier real estate land will be created by using 650,000 cubic meters of rock to form a perimeter and filling it with 1.4 million cubic meters of sand. A bridge will be built to connect the island to Panama City . Boskalis is sourcing the sand for the land reclamation process from its own borrow area using a large trailer suction hopper dredger. Additional support equipment includes a clamshell crane and split barges. The contract includes an option for an adjoining, second island of 9 hectares with a marina. Take-up of this option would extend the project by a year. The client is expected to make a decision on the optional additional island in the course of 2011. The Boskalis strategy is designed to benefit from the key macro-economic drivers that are fueling global demand in our selected markets: global trade, increasing energy consumption, expanding population pressures and the challenges of changing climate conditions. This land reclamation project is driven by the necessity to create land to accommodate population growth in a densely populated region.

AHTSs “ITC Cyclone” and “ITC Chinook” are scheduled to arrive in Rio de Janeiro in mid-March 2011 to start a 3-5 months commitment to assist the 91m x 62m x 35m depth, enhanced Friede & Goldman Pacesetter design, semi sub drilling rig “Transocean Driller”. The rig will drill one well for Indian Contractor ONGC in the Santos Basin. ITC’s vessels will lay the pre-mooring anchor arrangement, tow the rig to its new location, and finalize the positioning and anchoring of the rig at location. Thereafter both 10,800BHP, 133 tonne bollard pull vessels will support the rig from Rio de Janeiro. ITC's local partner is Wilson Sons Offshore.

Mammoet Salvage completed the salvage of Chilean flag fisheries research vessel “Cabo de Hornos” which was stranded on dry land. The 71.3m x 15.6m x 5.8m depth vessel was built at the Ast. Y Maestranzas de la Armada (ASMAR Chile) shipyard at the Talcahuano Naval Base for the Chilean government and was ready to be launched. However, the day before the launch the area was hit by a heavy earthquake and the vessel broke free. While drifting in the sea the “Cabo de Hornos” was hit by a tsunami, caused by the same earthquake, and washed onto land at the other side of the shipyard. Mammoet Salvage developed a detailed plan to recover the vessel and was awarded the contract on 12

th November 2010.

The solution was to pick the vessel up with SPMTs (Self-Propelled Modular Trailers: versatile units which are highly mobile and can lift heavy loads). The SPMTs would then transfer the vessel to a barge moored in a drydock on site. Finally, the vessel would be floated free of the barge to launch it. Mammoet’s in-house engineering department made a

major contribution to the project. They designed the supports used to carry the “Cabo de Hornos” on the SPMTs and determined how the vessel could be handled safely. The total load amounted to 2,000 tons. As the vessel was stranded on soft sand, extensive excavation and civil works were needed to provide a safe road to the dry dock. While this work was underway at the site, Mammoet Europe and Mammoet USA provided 31 containers of heavy equipment and a 90m barge. The SPMTs picked the “Cabo de Hornos” up and transferred her onto the barge in the drydock on 27

th January. On 29

th

January the vessel was floated off the barge and handed over to owners.


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Wilson, Sons Rebocadores of Brazil reports their fleet growing in 2010 with the economic rebound. Responsible for the drastic slump in foreign trade volume in 2009, the international crisis showed signs of a slowdown in 2010. Such recovery, even if only mild, was also reflected in the figures of the handlings performed by Wilson, Sons Rebocadores. “In 2010, the volume was better than in 2009 when we felt a bit of the effect of the crisis”, says the director of the company, Sergio Guedes. Guedes tells that in order to meet the increase in the demand, the company continued to invest in the expansion of its fleet. During 2010, five vessels entered into operation, increasing the fleet strength to 72 tugboats. For special operations, Wilson, Sons Rebocadores / Saveiros Camuyrano Servicos acquired two new CAT 3516B powered Damen design ASD 3211 tugs, with a capacity of 70 tonnes – “Regulus” and “Sculptor” in July and October 2010 respectively. For port operations, Wilson, Sons hired three new tugboats of Damen ASD 2411 design, of which two had a capacity of 70 tonnes – the 24.6m x 11.7m, CAT 3616C powered “Carina” and “Vela” in November and December 2010, and one of 55 tonnes – the CAT 3516B powered “Lyra” which was delivered in April 2010. “In 2011, we will receive another five vessels, which is going to allow us a better positioning in the port and special operation”, said the executive. (According to Sea-Web, Saveiros Camuyrano Servicos has on order eight new CAT 3516C powered ASD tugs with deliveries scheduled through December 2012.) The director also stresses the renewal of the agreement with Petrobrás, the biggest client of Wilson, Sons Rebocadores. Executed in September 2010, the agreement is valid for two years. “There are as many direct port operations as special ones, by means of oil and gas companies that provide that service to the Brazilian petrol company.” In order to ensure the excellence of its team, Wilson, Sons invested R$ 2 million in the

acquisition of a tugboat operations simulator. Inaugurated in September, the equipment will help expanding the capacities of the 120 captains of the company in maneuvers that they are not used to carrying out. Wilson, Sons is the first Brazilian shipping company to use that technology. The new simulator will provide more efficiency of the professionals. “Our purpose is to virtually create a high degree of difficulty as making mistakes is only allowed in the simulator”, says director of Wilson, Sons Rebocadores, Sergio Guedes. A week of training in the simulator is approx. equivalent to one year on board. There is also the possibility to simulate the handling of any kind of vessel with an azimuthing drive in the fleet of Wilson, Sons. The equipment reproduces extreme situations that cannot be

simulated in the ocean, such as adverse wind conditions, loss of the engine and cable breaking. Before the acquisition, such more specific training was given by specialists coming from abroad. For 2011, Wilson, Sons Agência expects to further grow as the flow of international trade has been intensifying. “This year should be similar to 2010, with imports exceeding exports”, according to the company’s director, Christian von Lachmann. From September to December 2010, the agency and towage activities had a performance compatible with the expansion of the foreign trade flow. The towage segment deserves special mention, with services provided to the petrol and gas sector. Wilson Sons Limited reported Net Revenues of USD 159.1M for fourth quarter 2010, up 23.0% compared to 4Q09 and FY of USD 575.6M, up 20.4%, with volumes expanding across all businesses. 928.7 thousand TEU were moved through their Container Terminals for 2010, an all-time record, up 4.6% over 2009 despite the adverse impact of the strong Real. Brasco experienced impressive revenue growth, 85.0% up compared to 4Q09 (FY up 84.2%), largely as a result of an upsurge in volumes of existing long-term clients. Towage revenues grew 10.1% for the quarter (FY up 7.1%), with strong demand for special operations which represented 17.8% of the quarterly Towage revenues. Offshore quarterly revenues are down 65.1% (FY down 26.5%) as a result of the formation of WSUT joint venture in May 2010 and the migration of 4 vessels from spot market operations to long-term contracts. “We are pleased to deliver another strong year to our shareholders. Wilson, Sons’ record investment of USD 190.3 million in 2010 demonstrates our commitment to developing port, maritime, and logistics infrastructure for the service of our clients. The Company is experiencing outstanding demand in the areas of international trade, oil and gas, and the Brazilian domestic economy”, says Cezar Baião, CEO of Operations in Brazil. EBITDA of USD 30.4M for the quarter was up 8.3% due to positive results in Port Terminals, Logistics and the shipyard. FY EBITDA of USD 121.4M declined 5.4% as a result of the Offshore joint venture formation, higher provisions for the cash-settled stock option plan, and reduced fiscal credit receipts. Net income for the quarter declined 40.2% to USD 8.7M (FY down 21.6%) as a result of lower operating profit, a decrease in financial revenues, and an increase in financial expenses.


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Recent News – Europe and Mediterranean The 61.0m x 13.3m, 8,000HP tug supply boat “Golfo de Bengala”, belonging to the fleet of Boluda Towage and Salvage, completed a successful tow of a concrete pontoon of 40m long and 9m deep. The pontoon, owned Flota Proyectos Singulares SA, left the Valencian port of Sagunto for Tanger Med, its final destination, where the pontoon will be used for improvements in the port. The “Golfo de Bengala”, built in 1976, develops 91mt bollard pull.

After departing in December 2010, Fairmount Marine’s powerful tugs “Fairmount Sherpa” and “Fairmount Summit” delivered FPSO “Skarv Idun” in the port of Stord, Norway. The two tugs needed just 92 days for the long distance tow of about 15,300nm miles from Samsung Heavy Industries’ shipyard in Okpo, South Korea. The towage was executed under command of Fairmount’s lead tow master captain Bertus Glas and was completed with an average speed of 7.0kn including stops. “Skarv Idun” is a large floating production storage and offloading unit which will be used by BP to exploit the oil and gas fields Skarv and Idun, located just below the Arctic circle in the northern Norwegian Sea. The FPSO is 292m long, 50.6m wide, has a towing draft of 12.2m and deadweight of 128.0 tons. A crew between 65 and

100 was on board “Skarv Idun” during the passage for on-the-job training, running the vessel, surveillance and providing marine support to the tug crews. “Fairmount Sherpa” and “Fairmount Summit” have a combined bollard pull of over 400 tons. The long distance tow was done via Singapore and Cape of Good Hope. “The towage is completed is just 92 days, including stops for bunkers, other supplies and crew changes – exactly in line with the original planning,’’ says Albert J. de Heer, CEO of Fairmount Marine. “Considering the enormous distance this is a great achievement.’’ FPSO “Skarv Idun” will stay in the port of Stord for some time for final fitting out and last preparations. The tugs “Fairmount Summit” and “Fairmount Sherpa” will assist by positioning and mooring of the “Skarv Idun” later this month off the Norwegian coast. Production of the fields is foreseen to start-up in the third quarter of this year. On 28

th December 2010 OMC chartered Harms Bergung’s AHT “Primus” for a move of the self-elevating

accommodation, maintenance and work-over unit “Seafox 1”. The charter ended 31st December 2010.

When Allseas Marine Contractors’ 225m x 32.3m x 19.2m depth, 31,464dwt pipe layer “Audacia” entered Dock 11 of Blohm & Voss on 10

th December 2010 it was essential that a tug could

maneuver below the extreme lowered pipe slipway of nearly one hundred meters in front of the bow. Petersen & Alpers 24.6m x 11.3m, 5,684HP Damen ASD 2411 design tug “Peter” was the only tug in Hamburg which has a foldable navigation mast. The height of the tug was able to be reduced down to 10.5m. In combination with its high bollard pull and its good maneuverability the tug proved its flexibility on special towing jobs in limited spaces.

On the 8th of February Harms’ AHT “Ursus” received a call to

steam 300nm west of Gibraltar to assist a 225m, 69,229dwt dry cargo vessel with an engine breakdown. After following tow of this bulker to Algeciras, “Ursus” had to start her engines again on the 14

th of February to proceed to the roads off Malaga,

where the 133m container vessel “K-Wave” had run aground at Almayate Beach. Harms, together with their partners ALP, set up a salvage team, which arrived at night on location, presenting local authorities a refloating proposal next morning. Right at the first attempt, during a suitable weather window two days later, the 19,000BHP “Ursus” pulled the vessel off successfully.


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On February 03

rd at about 10:05, the 23,853dwt, thirty-one year old,

Panamanian flagged bulk carrier “Meraki” with 19,817 tonnes of wheat on board suffered an engine failure while she was entering Istanbul Strait from the south. In order to provide the safety of navigation, life, property and protect marine environment, “Kurtarma 4” SAR boat and the tugs “Kıyı Emniyeti 5” and “Zübeyde Ana” were sent to the site by Istanbul Vessel Traffic Services. As a result of Salvage-Assistance Service rendered, the 160.4m x 24.6m x 9.95m draft vessel was secured at 1025 and anchored to Ahırkapı at 1110.

On December 5

th, the Panama flagged tug “Anya” towing two barges ran aground in

the region of A�açlı in Kilyos Village. Barge “Pancevo 2” broke in half and the other barge grounded on sands within walking distance to the land. Shore-based rescue teams and “Kıyı Emniyeti 1” SAR boat were immediately sent to the place of incident. Six Bangladeshi persons on board were delivered to the police.

The Russian flagged 65.9m “Marina” had an engine failure in front of Haydarpa�a in the Bosphorus Straits on November 26

th 2010 at about 1030. In order to provide

safety of navigation, life, property and environment the Turkish tugs “Kurtarma 5” and “Söndüren 10” plus the “Kıyı Emniyeti 4” SAR boat were sent to the place of incident. The “Marina” was secured by the 2,480BHP, 36.2m single screw salvage tug “Söndüren 10” at 1105.

On February 4th, 2011 Nord Stream announced that the world's largest dynamically positioned S-lay pipe lay vessel, the 300m long (400m with stinger) DP-3 “Solitaire” completed work on Line 1 of the twin pipeline. Two of three sections of Line 1 of the natural gas pipeline are now complete. In total, more than 83,300 pipe segments have been laid over a distance of 1,000 kilometres. The remaining 220 kilometres

part will be constructed by Saipem's 152m x 70.5m x 29.8m depth “Castoro Sei” pipe lay vessel by April 2011. Since April 2010, ITC’s 12,000BHP, 145 tonnes bollard pull 69.7m x 15.9m AHTS “Blizzard” performed 24/7 anchor handling support to Saipem's semi sub lay barge “Castoro Sei”. For the purpose, ITC doubled the number of both the bridge officers and deck crew to comply with the 24 hours regime, whereby up to 16 anchors are being repositioned in 24 hours…. For the 2011 North Sea summer campaign, three of ITC’s anchor handling vessels have been selected by Seaway Heavy Lifting

on term contracts to assist with various platform and wind farm installation projects. The 9,340BHP, 100 ton bollard pull AHT “Tempest” will start in March 2011 to support the 183.2m x 36.0m Heavy Lift Vessel “Stanislav Yudin” with her 2,500mt fully revolving crane. “Tempest’s” sister-AHT “Typhoon” and the 12,000BHP, 140mt bollard pull AHTS “Boulder” will follow in April, supporting SHL's giant 183.0m x 47.0m x 18.2m depth new building HLV “Oleg Strashnov”, with its 5,000 tons lifting capacity, a giant in its field of operations, which only finished her sea trials in November 2010. ITC is obviously pleased that their anchor handlers return to this blue chip client for the third consecutive year…. ITC’s 9,350BHP, 100 tonne bollard pull AHT “Typhoon” was also fixed to tow the 230’ x 250’ x 23’ independent 3-leg, cantilever jack-up “Ensco 72” from her offshore location to Teeside during mid-March of this year prior to starting her work with the “Oleg Strashnov”.


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On a hazy morning in March 2011, the former 22,000 ton displacement UK aircraft carrier HMS “Invincible” left Portsmouth for the last time before it is broken up at a Turkish scrap yard. Harbor tugs towed the 210m x 36m x 8.8m draft vessel into the Solent where ITC’s 8,440BHP tug “Sirocco” was waiting to connect up for the three weeks tow to Turkey. The ship, which was decommissioned six years ago, was sold through an internet site. It is being taken to Leyal Ship Recycling, based near Izmir, where it will take eight months to dismantle. Leyal has been involved in the scrapping of several Royal Navy ships. The former HMS “Invincible” set off, towed by tugs, shortly after 0800GMT and is expected to arrive

in Turkey after a 2,800 miles three weeks towage behind the “Sirocco”. Earlier in the year, the British press announced an earlier report in the “South China Morning Post” that a £5 million bid had been made for the ship by the UK-based Chinese businessman Lam Kin-bong, who plans to moor the vessel at Zhuhai or Liverpool as a floating international school - doubts were raised as to whether this sale would go ahead, in the light of the EU arms embargo on China and of China's possible re-arming of other old carriers such as the “Varyag”. This tow of the HMS “Invincible” should go a lot smoother than ITC’s and Tsavliris’ earlier involvement with the 67,000dwt “Varyag”. From May 1999, either ITC’s 237’ 9,000HP tug “Sable Cape” (ex-Hyundai T No. 1001) or their 180’, 8,440BHP “Solano” stood by that carrier until Spring 2000, when they began what should have been a 60 day voyage to China. However, Turkey repeatedly rejected permission for the ship to be towed through the narrow and twisting

Straits and there was no home for her back in the Ukraine. Charter payments for the tug started to dry up as the tug and tow kept slowly turning in circles in the Black Sea. Finally fifteen months later, after many high-level negotiations between the capitals of Beijing and Ankara, the 20 requirements for safe passage were completed. Turkish authorities closed the straits on November 1st to other traffic and thousands of people gathered along the shore to watch the tow, which with its tugs, stretched almost a third of a nautical mile. The passage was completed successfully in about six hours by an international convoy of vessels including at least six

tugs and best of all for the towing companies, money matters were reportedly settled. The story was not over yet though. Force 10 winds struck in the Aegean Sea on Sunday 4th November and the rudderless carrier broke free from the tugs “Solano” belonging to ITC, the 205’, 10,000HP Norwegian owned AHTS “Havila Champion” and 324’ x 64’, 24,138BHP / 40,000IHP “Nikolay Chiker” operated by Tsavliris out of Greece. The seven man riding crew on board the carrier fought 20’ waves through the night attempting to reconnect the tow wire before being winched off by a Greek Super Puma helicopter in winds gusting over 60 knots. “Havila Champion” finally brought the drifting tow under control with an emergency tow wire off Skyros Island, but regretfully while trying to hand the tow back over to “Solano” one of her deck crew was killed in a fall. One more aircraft carrier tow out of HM Naval Base Portsmouth will probably be coming up this summer, after the 210m x 36m x 5.8m draft light aircraft carrier HMS “Ark Royal” was put up on the Ministry of Defense’s auction website. With a current displacement of abt. 19,000 tonnes, she is estimated to have a metal weight of abt. 10,000 tonnes, 95% of it steel. The closing date of the auction is 13th June 2011 and I question whether sales to the Far East with stated intentions to convert to casinos or amusement parks will be seriously considered.


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On Friday 5th November 2010, Tsavliris Salvage International Ltd. dispatched their 80mt bollard pull salvage tug “Megas Alexandros” (ex-Tito Neri) from her Piraeus salvage station, to the assistance of the 5,979dwt M/V “Ocean Victory”, disabled about 100 miles North of Alexandria, Egypt. The “Ocean Victory” was safely towed to Piraeus – arriving 10th November 2010.

On Saturday 25th December, Tsavliris mobilized the motor tug “Falisca” from Trapani, Italy, to the assistance of 69,999dwt M/T “Energy Conqueror”, disabled East of Pantelaria. The vessel was safely towed and anchored at Hurd Bay, Malta, 10 miles off Valetta, on the 27th December – motor tug “Falisca” remained on standby and was released on the on 28th December 2010. On Friday 7th January 2011, Tsavliris dispatched their salvage tug “Megas Alexandros” from her Piraeus salvage station, to tow the “Energy Conqueror” from her anchorage at Hurd Bay to Piraeus, Greece, arriving safely on 13th January, 2011. Mammoet Maritime GmbH, subsidiary of Mammoet, safely recovered the MS “Waldhof”. On 13

th January the 105m

“Waldhof” capsized and sank, with the loss of two lives. The ship was carrying 2,400 tons of concentrated sulfuric acid from BASF’s plant in Ludwigshafen to Antwerp, Belgium. As a result, downstream shipping on this stretch of the Rhine was blocked for several weeks, at times resulting in a backlog of over 400 vessels. Mammoet deployed 25 operatives and engineers from bases in the Netherlands and Germany. Their resources included two floating sheerlegs, a crane pontoon, a tug and a pusher tug, winch pontoons and specialized equipment for dealing with the hazardous sulfuric acid. Mammoet stabilized the tanker by pulling wire ropes (steel cables) underneath it so it could be supported by the “Amsterdam” and “Grizzly” sheerlegs. The situation on the “Waldhof” could then be investigated by drilling holes through the hull to analyze the contents of the seven acid tanks. It was discovered that chemical reactions had released

hydrogen gas in the tanks. This posed a serious explosion hazard so Mammoet’s specialists flushed the tanks with nitrogen gas (inerting) to displace the hydrogen. After that, the tank contents were investigated. This showed that, due to the ingress of river water, there was a layer of dilute acid floating on the concentrated acid. Submersible pumps were lowered through the 0.5 meter holes in the hull to mix the acid and obtain a uniform concentration. Mammoet personnel transferred around 550 tons of acid from the “Waldhof” to a tanker pontoon. Because of the distortion of the “Waldhof’s” hull, it was then decided, in consultation with the authorities, that it would be safer to discharge most of the remaining acid into the river, under an environmental permit. The discharge had a negligible environmental impact as the flow rate was controlled and a

monitoring vessel nearby tested the acidity of the water in the Rhine. On 13th February the “Waldhof” was refloated by

pumping water from the tanks and turned into the upright position by Mammoet’s sheerlegs. The living quarters were investigated and one body was recovered. The vessel was then moved to a mooring nearby and handed over to the owners on 17

th February. This brought the challenging project to its safe conclusion. The shipping authorities will now

investigate the cause of the accident. Throughout the project, Mammoet worked closely with the regional and river authorities, as well as specialists of BASF, the manufacturers of the acid. After five years, Société Nouvelle de Remorquage du Havre S.A. (SNRH), the wholly owned French subsidiary of Kotug International B.V., announce that SNRH officially has terminated its towage operations in Le Havre after the decision of the Commercial Court on January 7, 2011. Other Kotug International towage operations in Rotterdam, Bremerhaven and Hamburg will not be in any way adversely affected by SNRH’s withdrawal from the market.


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The International Salvage Union results of its annual Pollution Prevention Survey for 2010 show a significant decrease in the tonnages of pollutants salved by ISU members in 2010 compared with ‘09. There was a corresponding fall in the number of salvage services performed by members. The total of all pollutants salved in 2010 was 574,386 tonnes compared with ‘09’s total of 1,018,872 tonnes. It is a fall of 44%. The average annual figure for the 16 years for which data is available continues to exceed one million tonnes of potential pollutants recovered per year. In 2010 the major changes were a significant decrease in the quantity of crude oil salved – down 74% from 743,506 tonnes in 2009 to 195,300 tonnes. However the figure for 2009 was larger than is typical due to salvage services provided by ISU members to two large tankers. Similarly, the volume of chemical cargoes salved fell 71% to 32,561from 2009’s 112,740. The category of “other pollutants” also showed a significant rise - 309% up from 62,853 tonnes in 2009 to 257,158 tonnes in 2010. This is explained by salvage services provided to two vessels carrying large cargoes totalling 170,000 tonnes of kerosene.

2010 Pollution Prevention Results

2009 2010 % variation

Number of services 204 166 -19%

Crude oil salved 743,506 195,300 -74%

Bunker fuel salved 99,753 89,367 -10%

Chemicals salved 112,740 32,561 -71

Other pollutants 62,853 257,158 +309%

Totals 1,018,872 574,386 -44%

All figures in tonnes

The Lloyd’s Open Form salvage contract continued to be the most widely used contract with 57 services (56 in 2009). The number of wreck removals was down 2 to 9. Four other salvage contracts were used and 96 services were carried out on a fixed price basis, 34 down from 2009. A total of 27 casualties needed to be lightened of all or some of their pollutants by ship to ship transfer, a 50% increase on 2009. ISU President, Todd Busch commented: “These numbers show how variable our industry is year on year. They also show how provision of salvage services to casualties carrying large quantities of crude oil can dramatically increase the figures - as they did in 2009. Even though numbers are generally well down on the previous year,

our members’ work has yet again helped to prevent serious and damaging marine pollution. While not every vessel salved was a real threat to the environment, there can be no doubt that our members’ services to vessels carrying over 500,000 tonnes of potential pollutants were of benefit to the environment. And, to give some context, during the same year the U.S. administration estimated that some 700,000 tonnes of oil was spilled into the Gulf of Mexico in its worst environmental disaster.” The ISU’s Pollution Prevention Survey began in 1994. In the 16 years to end-2010, ISU salvors recovered 16,550,683mt of potential pollutants, an average of over one million tonnes per year. This consists of 12,613,300 tonnes of crude and diesel oil; 1,009,879 tonnes of chemicals; 1,281,376 tonnes bunker fuel and 1,646,067 tonnes of “other pollutants” (recorded as separate category for first time in 1997.)


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A.P. Moller - Maersk Group’s CEO Nils S. Andersen says “The Group delivers a strong 2010 result, and we are very satisfied. Our people have done a truly great job. We have become more competitive and our improved service across the Group has led to continued increases in customer satisfaction. We have increased our financial strength and are ready to make significant investments in our businesses.” The profit for the year of USD 5.0 billion was in line with the Group’s last announced expected profit as stated on 10 November 2010. The Group’s oil and gas activities generated a profit of USD 1.7 billion. This profit was positively affected by an increase in oil prices of 29%, to an average of USD 80 per barrel, and negatively affected by a continued declining production share, primarily in Qatar. During 2010, the Group maintained a high level of exploration activity with a share in 14 exploration and appraisal wells which resulted in several new discoveries. The Group has obtained new licenses in Greenland, Great Britain, the USA, Brazil and Norway. Furthermore, the Group has invested in significant and promising oil fields in the US Gulf of Mexico and in Brazil. APM Terminals’ profit of USD 793 million in 2010 was impacted by continued optimization of the terminal portfolio by gain from divestment of certain nonstrategic port terminals and improved competitiveness through productivity increases and savings. The Group’s inland services, including trucking and container depots, etc. were integrated into APM Terminals. APM Terminals continues to focus on emerging markets and entered into an agreement to establish port terminals in Santos, Brazil and in Monrovia, Liberia. Maersk Supply Service generated a profit of USD 201 million, negatively affected by declining spot rates. Svitzer

achieved a profit of USD 130 million, positively affected by cost savings and sales gains, etc. A.P. Moller - Maersk Group expects a result lower in 2011 than the 2010 result. Cash flow from operating activities is expected to develop in line with the result, while cash flow used for capital expenditure is expected to be significantly higher than in 2010. Maersk Supply Service expects a lower result than in 2010 due to lower contract coverage and

weaker spot market rates than at the beginning of 2010. Svitzer expects a result above 2010. As of 31st December

2010, Svitzer’s fleet was as follows:

Owned T/C Newbuildings

Tugboats 341 15 28

Standby Vessels 34 3

Other Vessels 138 9 5

Total 513 24 36

Outlook for 2011 is subject to considerable uncertainty, not least due to developments in the global economy. The Group’s expected result depends on a number of factors. Based on an expected earnings level and all other things equal, the four most important factors are the price of oil, share of oil production, container freight rate and container freight volume.

Royal Boskalis Westminster N.V. achieved a record result in 2010, with net

profit rising 36% to an all-time high of � 310.5 million (2009: � 227.9 million). Revenue growth of 23% to � 2.7 billion represented another new record (2009: � 2.2 billion). This exceptional performance was partly attributable to a very strong operational year as well as the contribution from Smit Internationale N.V. following the acquisition. The operating result (EBIT) rose by 61% to � 401.9 million (2009: � 249.3 million).

The result included a pre-tax gain of � 33.6 million in connection with the settlement of a number of long-running insurance and other equipment-related claims. In addition, the operating result (EBIT) included a contribution from the SMIT business units of � 72.1 million, net of one-off acquisition-related expenses. The result from the SMIT activities was lower compared to the same period of last year. The total order book, including the Smit order book, stood at � 3,248 million at the end of 2010 (end-2009: 2,875 million).


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Peter Berdowski, CEO of Royal Boskalis Westminster: “It is with some pride that we look back on a historic year. 2010 marked the Boskalis centenary and it was also the year in which we successfully joined up with Smit. On top of that, 2010 was an exceptionally good year from a financial perspective…. Last year our dredging activities clearly reaped the benefits of our selective project-contracting policy that we pursued over the past few years, which enabled us to realize the highest ever margins on work from both the order book and from older projects that we settled. All this was achieved in deteriorated market conditions - the volume of work in the market stagnated whilst capacity increased. Nevertheless, market prospects for the medium term are favorable, mainly due to large-scale investment plans in the oil and gas industry and global developments in the ports sector…. The addition of Smit is delivering a good contribution to the result. The enthusiasm and speed with which both organizations are now working together is also important. To provide the group with focus in its new composition and to set priorities with regard to our growth ambitions, we have drafted a new three-year business plan which we will be presenting in the near future. This plan lays the foundation for the further expansion of our great company.” The markets in which Boskalis operates are driven by factors such as growth in world trade, energy consumption, an increase in global population and the effects of climate change. Over the past few years Boskalis has been faced with stagnating demand as a result of the cyclical downturn at the end of 2008. At the same time Boskalis has seen new production capacity coming onto the market in the past few years. This puts pressure on both volumes and margins of new projects and in certain segments of the market. However, recent market studies confirmed yet again that structural growth factors for the medium term remain positive. In several regions of the world, clients in various market segments are developing numerous new initiatives for new and in many cases large maritime infrastructure projects. This applies in particular to energy and commodity-related projects in South America, West Africa and Australia. Many of these projects are expected to come to the market in the next two years.

The demand for harbor towage services is developing positively. Freight volumes are picking up after dropping off in 2009. The further growth of the terminal activities is related to the completion of new oil and LNG import and export terminals which are expected to come on stream from 2012. The development of the salvage market is difficult to predict, given the nature of the activities. Developments in Transport & Heavy Lift are in particular dependent on an upturn in especially the offshore spot market, which is not expected to occur before 2012.

The financial position of Boskalis remains very solid, even after the acquisition of Smit. Capital expenditure in 2011 is expected to total around � 350 million and can be funded from its cash flow. Given the current market conditions and the project-based nature of a large part of its activities Boskalis is unable to provide a specific forecast for the current year at this time. Boskalis does, however, anticipate that it will be unable to match the record result of 2010 in 2011. Based on current information Boskalis sees 2011 as a year of transition, from challenging market conditions to more positive prospects in the medium term. In 2010 Boskalis successfully completed the acquisition of SMIT Internationale N.V. by means of a public offer. The Smit results over the first quarter were recognized as “result of associated companies” based on the pro rata shareholding. From the second quarter onwards the activities of the SMIT group companies were fully, and those of the joint ventures proportionately, consolidated in the results. Revenue in the year under review rose by 23% to � 2.7 billion. Smit contributed � 533 million to revenue; excluding the Smit consolidation effect, revenue was � 2.1 billion (2009: � 2.2 billion). The operating result (EBIT) increased by 61% to � 402 million (2009: � 249 million). This result also includes several extraordinary items in the Dredging & Earthmoving segment. The generally good quality of the projects in the order book at the beginning of 2010 and the largely successful execution of those projects combined with optimal deployment of equipment, along with a positive settlement of a number of projects which had been technically concluded earlier all combined to propel the EBIT margin in the Dredging & Earthmoving segment to a high level.


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Smit’s contribution to the result can be divided into a number of operational and acquisition-related components:

• the contribution resulting from the operational activities of which � 3.6 million relating to the first quarter, recognized as “result of associated companies”, and � 72.1 million relating to the period from the second quarter onwards, recognized in the operating result. From the second quarter onwards the activities of Smit were fully consolidated;

• non-recurring expenses of � 21.3 million chargeable to the operating result, accounted for as “non-allocated group costs”. These costs, incurred by both Smit and Boskalis, were incurred in relation to the acquisition and to the related financing arrangements, as well as the integration expenses;

• a non-cash gain of � 17.3 million from the revaluation of the 29.98% stake in SMIT prior to the bid being declared unconditional. This revaluation gain, representing the difference between the valuation of the stake based on the offer price and the book value, was recognized as ‘result of associated companies’;

• one-off financing charges of � 12.3 million. The operating result achieved amounted to � 402 million, including aforementioned � 21.3 million in one-time items. Excluding overall financing charges profit before taxation equaled � 390 million. Order intake in 2010 was � 2.1 billion, broadly spread around the world and across the various market segments. In addition, as a result of the acquisition of Smit the contracts held by Smit were valued and added to the order book. At end-2010 these contracts represented a (revenue) value of � 494 million. Total order book was worth � 3,248 million at the end of 2010 (end-2009: � 2,875 million).

Boskalis is active in the Harbor Towage segment through Smit Harbor Towage (consolidated from second quarter 2010). In 2010 Harbor Towage saw a recovery from the recession with an increase in activities at its most important locations: Rotterdam, Belgium, Panama and Canada. Container line shipping in particular posted increased activity levels at various locations. In Belgium this recovery was clearly visible in the ports of Ghent and Zeebrugge, although revenue development in the port of Antwerp lagged behind as a result of a less rapid recovery of volumes and increased local competition. Revenue in the final three quarters of 2010, including the pro rata consolidation of joint ventures, was � 155 million. The operating result was � 23.2 million, with good results being achieved

once again by the joint ventures in Singapore (Keppel Smit Towage and Maju). Rebras, the joint venture in Brazil, also posted a good result. In mid-2010 Boskalis announced that Boskalis Smit had reached an agreement in principle to acquire the remaining 50% stake in Rebras (Rebocadores do Brasil SA). This transaction was completed recently. Boskalis is active in the Salvage, Transport & Heavy Lift segment through Smit. Revenue in the last three quarters of 2010, including the pro rata consolidation of joint ventures, was � 296 million. Despite a quiet second quarter, by the end of 2010 Salvage was able to look back on a busy year. The workload for emergency response was relatively low during the past year. By contrast, there was a lot of work in wreck clearance. In the Gulf of Mexico the salvage of a sunken oil platform was successfully completed, whilst work got underway off the coast of Indonesia to salvage the sunken car carrier “Hyundai 105” lost some years ago following a collision with a tanker. The vessel was carrying some 5,000 cars at the time of the loss. The wreck is being sawn into sections which are subsequently removed. Finally, in India work started on salvaging a container ship which started listing heavily after a collision and eventually ran aground in shallow waters off the coast. Very recently the Smit salvage team succeeded in refloating the ship and the project is expected to be completed within the next few weeks. Traditionally Transport and Heavy Lift activities operate largely on spot contracts for the oil and gas industry. Due to restricted maintenance budgets and delayed investments in new activities by oil and gas companies both the workload and in particular price levels came under pressure in 2010. Activities in the North Sea were affected most, while the level of activity in and around Singapore and South Africa held up reasonably well thanks to medium- and long-term contracts. The operating result, including the pro rata consolidation of joint ventures, was � 43.0 million. The order book in this segment declined in the second half to � 162 million (half year 2010: � 191 million).


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In 2010 Boskalis was active in Terminal Services via Smit Terminals (consolidated from second quarter 2010) and through its 50% stake in strategic partner Lamnalco. In 2010 the revenue from Terminal Services rose to � 148 million. Excluding the contribution from Smit Terminals revenue in 2010 amounted to � 75.8 million (2009: � 60.0 million). About one-third of the revenue growth at Lamnalco was attributable to currency effects, but the growth also reflected an increase in activities. For example, in 2010 a start was made on the new contract for CPC in the Russian Black Sea nearby Novorossiysk. At Smit Terminals two contracts were not extended in 2010 (in Nigeria and Pakistan), but the performance on the other (long-term) contracts was good. The operating result rose to � 22.3 million. Excluding the contribution from Smit Terminals the result increased to � 16.4 million (2009: � 12.9 million). Due to continued weakness in the spot market for terminal services certain regions are experiencing temporary underutilization of tugs. The volume of the order book rose substantially compared to the end of 2009 as a result of the addition of Smit Terminals. At the end of 2010 the order book stood at � 677 million. Excluding the recently added order book of Smit Terminals the Terminals Services order book (50% stake in Lamnalco) rose to � 345 million (end-2009: � 289 million). A total amount of � 330 million was invested in 2010. Major investments included the construction of two 12,000m3 hoppers, a 4,500m3 hopper, a new backhoe, the construction of a fallpipe vessel and the repurchase of the “WD Fairway” (35,500m3 hopper). The group invested in 25 new vessels for Smit’s terminal services and harbor towage activities during the year under review. Furthermore, one of the Taklift floating cranes belonging to the heavy lift activities was upgraded, with a life extension program being carried out at the same time. At � 93 million, capital expenditure commitments at 31 December 2010 were lower than a year earlier (end-2009: � 182 million).

At the publication of the half year results, Boskalis announced that a conditional agreement had been reached to increase the stake in the Brazilian Harbor Towage joint venture Rebras (Rebocadores do Brasil SA) from 50% to 100%. This transaction was completed recently. Smit has been active in Brazil since 2006 when the joint venture with Rebras was first established. The volume of sea trade has grown significantly in Brazil and the country has substantial offshore investment plans that will further drive the demand for towage services. Rebras currently provides services at the following six locations in Brazil: Santos,

Paranaguá, Sepetiba (Itaguaí), Angra dos Reis, São Luis (Itaqui & Ponta da Madeira) and Vitória (Tubarão & Praia Mole). The company operates a fleet of 18 state-of-the-art ASD tugs of 50-70 tons bollard pull, with another three tugs having been hired out. Almost all the 200 crew and staff members are of Brazilian nationality, thus giving Boskalis a truly local footprint in the Brazilian growth market. Royal Boskalis Westminster N.V. is a leading global services provider operating in the dredging, maritime infrastructure and maritime services sectors. Boskalis provide creative and innovative all-round solutions to infrastructural challenges

in the maritime, coastal and delta regions of the world including the construction and maintenance of ports and waterways, land reclamation, coastal defense and riverbank protection. Boskalis offer a wide variety of marine services through Smit and also have strategic partnerships in the Middle East (Archirodon) and in offshore services (Lamnalco). The company holds important home market positions in and outside of Europe. Boskalis has a versatile fleet of over 1,000 units and operates in around 65 countries

across six continents. Including its share in partnerships, Boskalis has approx. 14,000 employees. Boskalis celebrated its 100th anniversary in 2010.


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African News Under command of Fairmount Marine, the newbuild semisubmersible drilling rig “Norbe VI” arrived offshore Cape Town early January 2011. In late November 2010, “Fairmount Expedition” departed from Abu Dhabi with “Norbe VI” and commenced on the first part of her voyage to Brazil. Tow speeds of well over 8 knots where reached during the voyage. Before departure of the convoy, in close cooperation with Odebrecht Drilling Services, the necessary safety measurements were taken to ensure safe passage through the piracy infested waters along the route. On top of this, due to changes in the rig’s schedule and due to Fairmount’s own busy schedule, Fairmount Marine arranged for a third party tug from Harms Bergung to take over

from “Fairmount Expedition” halfway as a result of “Fairmount Expedition” already being committed for another tow. However, “Fairmount Expedition” remained on standby in Abu Dhabi till towage could commence in order to support the charterer by guaranteeing an immediate departure from Abu Dhabi upon readiness of the “Norbe VI” and to ensure the fastest possible arrival in Brazil. While many piracy attacks and attempts to hijack vessels were reported, some even only miles away, rig “Norbe VI” was safely towed through the Indian Ocean. After a short stopover at Mauritius the

voyage continued to offshore Cape Town. The tow was completed with an average speed of around 7 knots including stops. Harms Bergung’s 19,0000BHP, 65.0m AHT “Janus” collected the new built SSDR “Norbe VI” at the rendezvous location northwest of the Maldive Island in the Indian Ocean and was tasked to tow the rig to her final destination Rio de Janeiro. Enroute to Rio de Janeiro, a call for testing of the rig’s thrusters and other machinery was scheduled at Saldanha Bay in South Africa. Following the stay in the port of Saldanha Bay, the “Janus” continued her voyage. Following the swift towage of the semi-submersible drilling rig “Sovereign Explorer” from Rio de Janeiro to the U.S. Gulf by the 65.0m, 19,000BHP AHT “Ursus”, Transocean again turned to Harms-ALP for a long distance tow. The SSDR “Transocean Richardson” is to be towed from Cabinda to Singapore vicinity and the 285 tonne bollard pull “Ursus” was selected for the task. The towing distance is about 7,500nm, including a call in Cape Town for replenishing. It is expected that “Ursus” will be available again in Singapore around end April.

In January 2011, under contract to Cashman Equipment Corp. of Boston, Mass, ITC tug “Suhali” performed a double tow with the 300’ x 90’ x 18’ “JMC 3007” and 250’ x 80’ x 16’ “JMC 2514” ocean deck barges from Kuala Linggi, Malaysia via Cape of Good Hope to Port Gentil. Thanks to favorable weather and sea conditions, the marine warranty surveyors agreed to continue with the double tow configuration during the Cape passage. Mid December, both barges were redelivered in Port Gentil. One week later, the “Suhali” departed from West Africa with Crowley Maritime’s 400’ x 105’ x 20’ ocean barge “500-1” in tow. Destination of the convoy is Orange, Texas where tug and

barge were expected to arrive mid February 2011. On arrival 100 tonne bollard pull “Suhaili” will have chalked up another 14,500 towing miles…. Two weeks later, ITC contracted by Seadrill for the towage of semi sub tender rig “West Menang” from Walvis Bay to Singapore. With the original offer based on performance by AHTS “ITC Cyclone”, this vessel could not be made available for the towage due to being committed in Brasil. Since ITC enjoys a close working relationship with Augustea, ITC selected their new 9,000BHP, 50m AHT “Kamarina”, which had been delivered by Rosetti Marino Shipyard in March 2010, for the towage. The convoy departed mid January 2011 and encountered dismal weather and sea conditions for the first part of the towage. The transport is expected to arrive in Singapore late March.


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Mammoet Salvage received the official order for the salvage of 70 shipwrecks in Nouadhibou Bay, Mauretania, West Africa. Located just outside of the second largest city in Mauritania, this is reportedly home to the world’s largest ship graveyard. The European Union made 28.8 million euros available for removing the wrecks. The salvage operation will start in April 2011 and will run for 22 months. Mammoet Salvage and 11 other international salvage companies bid on this project in Africa. The project was awarded to Mammoet on the basis of the solution offered and the Mammoet's expertise in salvage and environmental protection. Mammoet Salvage will commit 25 salvage personnel and a range of equipment to this job. Nouadhibou Bay

(average water depth 10m) is a busy area used by industrial shipping and fishing vessels. The shipwrecks, ranging from 200 to 1,200 tons, form obstacles and hazards to shipping. Due to the wrecks, shipping has dropped off greatly in recent years, with an adverse economic and social impact. Furthermore, the shipwrecks pose a hazard to the environment and their surroundings. The wrecks contain oil residues, insulation, asbestos, etc. Removing the wrecks will protect the bay against pollution by chemicals in them. This will return the area to its original state and allow nature to develop fully. The accessibility of the port will also be greatly improved. Mammoet Salvage is part of Mammoet Holding B.V. who successfully recovered the “Kursk”, the Russian nuclear submarine, in 2001.

Southeast Asian, South Pacific and Far East News Tsavliris Salvage International Ltd. was contracted by the owners/managers on 4th January 2011, to salvage the 56,131dwt bulk carrier ‘’Moondance II’’, laden with 51,000 tonnes of coal. The vessel was aground approx. 25 miles off the coast of East Kalimatan, Northeast Borneo, on the south eastern edge of Karang Malalungan coral reef. Salvage team was dispatched from Holland and Greece consisting of Salvage Master, Salvage officer, Salvage engineers, Naval architects, Divers and riggers. Permit for the salvage operation was received from the governmental authorities in Jakarta. Salvage plan was also approved. All steps were taken to ensure that risks to

the environment were adequately addressed. Salvage tug was on location since 13th January 2011. Lightening

operation commenced on Wednesday 26th January 2011, into three chartered barges, totalling about 18,000dwt.

Vessel was successfully refloated on 30th January 2011 at 1416hrs without incident or any pollution. Reloading of cargo from lightening barges back to casualty commenced and was completed on Tuesday 1

st February 2011. Vessel

was safely delivered to owners on Wednesday 2nd

February, 2011. This was a major salvage operation. On 16

th February, the 8,440BHP ITC “S-Wind” tug “Sumatras” was contracted to tow

AMT's new 19,200mtdw heavy transport barge “AMT Challenger” from China to Rotterdam. “AMT Challenger” will be loaded with sister barge “AMT Commander” and two Ugland barges. The 122.0m x 36.6m x 7.6m “AMT Challenger” and “AMT Commander” were built by Nantong Hongqiang Marine Heavy Industry Co. The 14,500 miles tow via Cape of Good Hope is expected to last 90 days and will depart from China mid March 2011

Three tugs of Fairmount Marine started the tow of floating production storage and offloading unit “Pazflor” from Korea to Angola. Under command of lead tow master captain Wim van der Kort, the tugs “Fairmount Expedition”, “Fairmount Glacier”, and “Fairmount Alpine” departed from Daewoo Shipbuilding & Marine Engineering’s shipyard in Okpo. The “Pazflor” is one of the largest FPSO’s ever constructed. The unit is 325m long, 61m wide and has a towing draught of about 8m. The three Fairmount class tugs have a combined bollard pull of over 600 tons. The tugs will tow FPSO “Pazflor” over 10,000 nautical miles to its final destination, 150 miles

offshore Angola. En route the tow will take bunkers at Singapore, Mauritius and Cape Town. Upon arrival a specialized team of Fairmount Marine will position and moor FPSO “Pazflor”. The “Pazflor” project is lead by Total as operator. The “Pazflor” oil field was uncovered in 2003 and covers an area of about 600 square kilometers at a water depth of 1.200m. Once in operations, “Pazflor” will produce 220.000 barrels heavy oil per day.


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Southwest Asian & Mid-East News Smit Salvage, a wholly owned subsidiary of Royal Boskalis Westminster N.V., acquired two ship salvage contracts in India. The combined value of the contracts is approx. � 50 million. The first assignment involves the refloating of a container vessel off the western coast of India. The vessel was involved in a collision with another vessel and all deck containers have been removed since the collision. The second assignment also involves the refloating of a container vessel. This vessel is located on the Hooghly river in eastern India. This vessel was also damaged following a collision with another vessel. Both assignments are currently underway and are expected to be completed before the end of the first quarter 2011. Smit Salvage has deployed experienced salvage teams and equipment which has been deployed from Rotterdam and Papendrecht in The

Netherlands, as well as from Singapore. Amongst others, designated equipment includes survey equipment, a floating crane, an accommodation vessel, transportation barges, tug boats and other support vessels.

Recently Updated Featured Tugs For Sale Direct From Owners File: TG84001 Tug - Twin Screw - 154.7' x 40.6' x 19.7' depth x 15.45' loaded draft. Built in 1976 by Odense SY; Lindo, Denmark. Rebuilt: 2006. Panama flag. ABS +A1 Towing Svc. + AMS. Deadweight: 560T. Deck Cargo: 135T on 69.1'x28.5' clear deck. FO: 559MT. FW: 57MT. BW: 250MT. Winch: Hydraulic Brattvaag double drum SL120/W BSL; 1 - 3MT tugger. Line Pull: 250T. Wire Capacity: 3,200' x 2.25" (2). Stern Roller. 2 x MAK 12M453AK total 8,500BHP. CP - Lips - 114" props. Kort nozzles. 11,900nm range. Bowthruster 3.5MT. Bollard Pull: 100T. Speed about 15.5kn free on 31Tpd. Gensets: 3 - 175kW 380vAC 50Hz. Firefighting: 2 - 1,300gpm @ 400' monitors. Open stern. Triplex shark jaw. 2 - 43m3 chain lockers. Anchor handling tug. Mid East.

File: TG80151 ITB Tug - Twin Screw - 150.9' x 42.6' x 18.00' loaded draft. Built in 1978 by Mitsui SB Eng. & SB; Japan. Canadian flag. ABS + A1 E + AMS. Deck Cargo: 307T on 12mx7m clear deck. FO: 866.9m3. Crane: 1 - 10T. Winch: Double drum Fukushima. Line Pull: 250/150T. 2 x Pielstick 8PC2-2L400 total 8,000BHP. VPP props. Kort nozzles. Machinery under continuous certificate. Bowthruster 340BHP. Bollard Pull: 92T. Speed about 10-12kn. Gensets: 2 - 270kW / Nishiba 440/110v 60hz; 1-80kW. Quarters: 12 men. Passengers: 8. Articulated tug with 21,000 dwt self discharge bulk barge HB59472. Sold through Marcon to present Owners. Converted from MDO to IFO in 2007. Quarters updated and galley recently refurbished. Canada Great Lakes.

File: TG74146 Tug - Twin Screw - 146.0' x 40.0' x 20.5' depth x 18.00' loaded draft. Built in 1976 by D.M. Kremer Sohn; Germany. ABS + A1 + AMS (exp. 30 Nov 2010). Deck Cargo: 170T on 50' x 18' clear deck. FO: 167,462g. Winch: Surken Bodewes double drum +tugger. Line Pull: 440,000lbs. Wire Capacity: 5,640' x 2.5". Stern Roller. 2 x B&W 14U28L4 total 7,420BHP. CP props. Kort nozzles. Alpha. Bowthruster 450BHP. Bollard Pull: 100MT. Speed about 14kn. Gensets: 3 - 220kW / GM12V-71; 1 - 80kW / GM4-71 400v 60Hz AC. Quarters: 16 crew (4-1, 4-2, 1-4). Air Conditioned. Galley. Passengers: 4. Anchor handling tug. Shark jaw, open stern. For sale out of competition on "as is, where is" basis. Encouraging clean, cash offers after inspection. Mid East.

File: TG72148 Tug - Twin Screw - 149.5' x 40.0' x 22.0' depth x 20.25' loaded draft. Built in 1974 by Equitable Eq.; Madisonville, LA. U.S. flag. ABS +A1, Ice "C", Towing Service, +AMS (5yr SS & DD overdue April 2010). FO: 199,727g. Winch: Intercon DD250 double drum. Wire Capacity: 3,000' 2.25" / 3,600' 2.5". 2 x EMD 20-645E5 total 7,200BHP. 4 - blade stainless props. Kort nozzles. Bollard pull @ 120T ahead / 65T astern. Bollard Pull: 120T. Air Conditioned. Galley. Not officially for sale, but we may be able to develop against firm interest. U.S. Gulf Coast. Prompt.


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File: TG72145 / TG72144 / TG72115 Tugs - Twin Screw (3 each) - 136.2' x 36.5' x 19.2' depth x 16.90' loaded draft. Built in 1977 / 1975 / 1975 respectively at McDermott Shipyard; Amelia, LA. U.S. flag. GRT: 199. ABS + A1 Towing. FO: 155,000g. Winch:

Markey TDSDW 36 double drum. Wire Capacity: 2 - 2,800' x 2.25". Stern Roller. 2 x EMD 20-645E7B total 7,200BHP. 5-blade 132" x 82" - 88" SS prop(s). Bollard Pull: 75ST. Speed about 16kn free. Gensets: 2 - 105kW / CAT 3304. Quarters: 10 crew in 5 cabins. Air Conditioned. Triple rudders for close-quarter maneuverability & steering power to handle large tows. Hydraulic tow pins. Excellent sea-keeping capability. Well suited for all types of ocean towing including emergency response and towing of disabled vessels. We may be able to develop a select few of this class on a P&C basis from owners for whom we have handled close to a hundred sales and purchases for over the years. U.S. Gulf Coast / U.S. Southeast.

File: TG72114 / TG72113 Tugs – Azimuthing (2 each) - 111.5' x 44.3' x 20.0' depth. Built in 2010 Turkey. GRT: 685. RINA C+ Hull + Mach, Unrestricted Nav, Aut-Ums, Escort Tug, FiFi 1. FO: 220m3. FW: 20m3. BW: 80m3. Crane: Knuckle Boom 31.5MT. Winch: Ridderinkhof TW-H-450 (aft); 65T tow hook. Line Pull: 200T brake. Wire Capacity: 200m x 88mm. Stern Roller. 2 x ABC 12MVDZ total 7,200BHP. Schottel SRP 2020 CP props. Range: 3,000nm. Bowthruster Schottel 268BHP. Bollard Pull: 80T. Speed about 13.5kn. Gensets: 2 - 240kW; 1 - 80kW. Firefighting: FiFi-1; Water/Foam monitor 1200m3/hr; water/foam 300m3/hr. Quarters: 12. Air Conditioned. Robert Allen Rastar 3400 design. Towing Pins: SWL 80T. Mediterranean. 10 – 12 months respectively. File: TG70093 / TG70092 Tugs - Azimuthing (2 each) - 92.8' x 39.4' x 17.2' depth x 19.50' loaded draft. Built in 2010 by ASL Shipyard Pte. Ltd.; Singapore. GL + 100A5 M (Tug) Mach + MC AUT FiFi 1. FO: 80m3. FW: 20m3. Crane: Hydraulic 10tm + boat davit. Winch: Hydraulic 200T brake fore & aft; Linepull: 30MT @ 0-15m/min. Line Pull: 30MT@0-15m. Wire Capacity: 450m x 56mm or 250m Dynema. 3 x ABC 8DZC total 7,100BHP. 3-2,300mm CP SRP-1215 Schottel props. Bollard pull of not less than 94T ahead & astern / max not less then 104MT. Bollard Pull: 92MT. Speed about 12kn free. Gensets: 2-120kW / Volvo Penta TAMD 74A & 1-25kW / Hatz Silent Pack. Firefighting: FiFi 1. 2 - 1,200m3/h remote monitors. 300m3/h spray. Quarters: 6 persons in 2-1 & 2-2. Air Conditioned. Try offers for bareboat or time charter to qualified operators. Tugs excellent for port or terminal work. Southeast Asia. Prompt.

File: TG68110 / TG68109 Tugs – Azimuthing (2 each) - 105.0' x 39.4' x 17.2' depth x 19.50' loaded draft. Built in 2011 by ASL Shipyard Pte Ltd, Singapore. Malta flag. GRT: 465. LR 100A1. FO: 177.5m3. FW: 25.6m3. BW: 113.6m3. Winch: Single drum fore and triple drum aft; 100T tow hook. Line Pull: 200T brake. 3 x Niigata 6L28HX total 6,700BHP. 3 - Z-pellers Niigata ZP31 FP prop(s). Max range 4,000nm. Bollard Pull: 85T. Speed about @ 12.5kn. Gensets: 2 - 150kVA / Volvo TAMDA; 1 - 26kVA / Diesel. Firefighting: 1/4 FiFi. RT80-32 design. Try offers for long term bareboat charter or time charter to qualified operators. Southeast Asia. Prompt.

File: TG60131 ATB Tug - Twin Screw - 135.0' x 36.1' x 19.0' depth x 18.45' loaded draft. Built in 1971 by Main Iron Works; Houma, LA. Rebuilt: 1992. U.S. flag. GRT: 224. ABS + A1 Towing Service +AMS. Unrestricted thru 11/2010. (Lay up status.). FO: 63,510g. FW: 2,146g. DW: 12,844g. BW: 40,794g. Winch: Markey TDS-36. 2 x EMD 16-645E7 total 5,750BHP. Fixed Pitch 150" x 95" props. Bollard Pull: 60T. Speed about 10.8kn free on 5,814gpd. Gensets: 2 - 99kW. ATB tug with upper pilothouse. Height of eye 31.0' / 54.8' lower / upper pilothouse. Intercon coupler system. ITC tonnage 581 / 174. Previously operating with 29,000dwt barge. F.O. cap may be increased by removing upper PH. U.S. Gulf Coast. Prompt.

File: TG59117 / TG57128 ATB Tugs - Single Screw (2 each) 128.0' x 36.1' x 15.7' depth. Built in 1981 / 1982 respectively by McDermott Shipyard; Amelia, LA. U.S. flag. GRT: 272. ABS + A1, Towing Service + AMS + ABCU. Undergoing new ABS Special Survey. Deadweight: 412T. Light Disp.: 720. FO: 83,600g. Winch: Markey TDS 32 enclosed. Wire Capacity: 2,000' 2". 2 x EMD 16-645E7B total 5,750BHP. Single 12.5' dia VP steering prop in Kort nozzle. Automated engine room ABCU. Speed about 10.5kn on 7,000gpd. Gensets: 2 - 210kW; 1 - 55kW. Firefighting: 1 - 1,000gpm fire monitor. Quarters: 12 persons. Intercon linkage system installed 1997. Previously matched with 180,000BBL barge. Tug partial double hull. Upper pilothouse 51.35" height of eye. Twin engine/single screw w/ steerable Kort and controllable pitch. Tug is available separately or with companion barge. Sale "as is, where is". Marcon sold to both present and previous owners. U.S. Gulf Coast.


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File: TG57151 / TG57150 Tugs - Twin Screw (2 each) - 150.0' x 40.0' x 22.0' depth. Built in 1974 by Halter Marine Services; New Orleans. U.S. flag. / Mexican flag. ABS + A1, Ice Class C + AMS. Surveys overdue. Deadweight: 827lt. Light Disp.: 1,673T. Deck Cargo: 150LT. FO: 224,522g. DW: 59,781g. Crane. Winch: Intercon 79070 D/D WF + tugger. Line Pull: 500,000lbs. Wire Capacity: 3,000' 2.25". Stern Roller. 2 x EMD 16-645E5 total 5,750BHP. 4 blade 120" x 124.8" props in kort nozzles. Bowthruster 7st thrust. Bollard Pull: 81ST. Speed about 13kn max on 279gph. Gensets: 2 - 125kW / GM 8V71 440v 60Hz. Quarters: 1-1, 7-2 berth cabins. Air Conditioned. Galley. Sale strictly "as is, where is" out of competition. As brokers only, we invite your best firm cash offers after inspection. U.S. Gulf Coast / Caribbean. Prompt.

File: TG57148 / TG57147 Tugs - Twin Screw (2 each) - 136.2' x 36.5' x 19.2' depth x 17.00' light draft x 20.00' loaded draft. Built in 1970 by J.R. McDermott; Amelia, LA. U.S. flag. GRT: 194. ABS +A1 Towing Service, +AMS. FO: 155,000g. Winch: Markey TDSDW 36C Double Drum. Wire Capacity: None. 2 x EMD 16-645E5 total 5,750BHP. 5 - Blade Stainless props. Triple Rudder. Bollard Pull: 67ST. Gensets: 3 - CATD3304. Air Conditioned. Galley. We may be able to develop for outright sale out of competition on a private & confidential basis. U.S. Northwest. / U.S. Southeast. Prompt.

File: TG57142 Tug - Twin Screw - 126.3' x 36.0' x 18.6' depth x 16.18' loaded draft. Built in 1978 by Main Iron Works, LA. ABS + A1 + AMS, Towing. Annual Hull / Mach Surveys due 30 Jun 2011. Drydocking due Nov 2012. FO: 112,000g. Winch: Smatco 66DAW double drum waterfall. Line Pull: 150T brake. Wire Capacity: 2,952'. Stern Roller. 2 x EMD 16-645E7 total 5,750BHP. FP props in kort nozzles. Bowthruster. Speed about 12kn free. Gensets: 3 - 95kW / GM8V71 230/115vAC 60Hz. Firefighting: 1 - water / foam monitor. Foam - 3,408g. FiFi; 5,000gpm / GM16V71. Quarters: 16. Air Conditioned. Galley. 100MT capacity stern roller. 2 - 10,000lb berthing winches forward and aft. Tug fitted with two flanking rudders forward of each propeller. Dispersant - 2,090g. Completed Special Survey (H&M), tailshaft survey, drydocking in Fall 2007. Reportedly in very good condition and available at reduced price. Mid East. File: TG57139 Tug - Twin Screw - 138.7' x 36.5' x 18.9' depth x 15.30' loaded draft. Built in 1974 by D.W. Kremer Sohn Gmbh; Germany. Panama flag. BV. Special Survey due 12/2012. FO: 300MT. FW: 105MT. Crane: Hydraulic 3MT SWL. Winch: Double Drum Norwinch hydraulic. Wire Capacity: 850m 52mm. 2 x MAK 8M452AK total 5,000BHP. CP props in kort nozzles. Speed 10kn econ. Range 7,000nm. Bowthruster 350BHP. Bollard Pull: 65T. Speed about 13.5kn free. Gensets: 2 - 150kW / Volvo; 1 - 180kW / Volvo 220v 50Hz. Firefighting: Fifi. 300Lpm. 4 monitors. Quarters: 3-1, 7-2 berth. Ocean going anchor handling tug. Range 7000nm. Sale "as is, where is". Mid East. Fairly prompt.

File: TG56147 Ocean Push Tug - Twin Screw - 148.0' x 35.1' x 19.3' depth x 17.56' loaded draft. Built in 1976 by Southern Ship Bldg.; Slidell, LA. U.S. flag. GRT: 180. ABS + A1 Towing Service. AMS, Unrestricted. Drydocking overdue 8/2009. Special Periodic Hull Survey due 11/2011. Light Disp.: 727T. FO: 122,000g. 2 x EMD 16-645-E5 total 5,600BHP. Engine started abt. every 30 days. Speed about 9 - 12kn. Gensets: 2 - 165kW. Push tug with upper pilothouse with conventional wire connection system. Height of eye 55.5'. Highest fixed point 92.83'. 75.27' light air draft. ITC tonnage GT/NT 606 / 181. In lay-up status. Copy of ABS report & ultrasonics available on request. U.S. Gulf Coast.

File: TG54103 Tug - Azimuthing - 105.0' x 38.0'. Built in 2010 by Turkey. RINA C+ Hull + Mach, Unrestricted, Aut-Ums, Escort Tug, FiFi 1. Crane: Knuckle Boom 14MT. Winch: Hyd single drum; 65T tow hook. Wire Capacity: 1,000m x 52mm. Stern Roller. 2 x Wartsila 6L26 total 5,467BHP. LIPS type HR nozzle props. Range: 3,000nm. Bowthruster. Bollard Pull: 70T. Speed about 13kn. Gensets: 2 - 175kW /Scania; 1 - 60kW. Firefighting: Water/Foam monitor 1,200m3/hr, water/foam 300m3/hr. Quarters: 10. Air Conditioned. Galley. Ramparts 3200 design escort tug. Bollard pull: 70T ahead; 66T astern @ 100% MCR 5467.2BHP. Towing Pins. Mediterranean. 8 months. File: TG53118 / TG53117 Tugs - Azimuthing (2 each) - 106.6' x 38.3' x 18.4' depth x 14.10' loaded draft. Built in 2011 in Turkey. GRT: 456. BV 1 Hull + Mach, Escort, Salvage, FiFi 1, AUT-UMS, Water Spray, Oil Rec, Unrestricted Nav. Winch: Double drum aft towing. Wire Capacity: 800m + 400m x 52mm steel wire. Stern Roller. 2 x CAT 3516B total 5,364BHP. Schottel SRP1515 CP props. Bollard pull astern 64MT. Bollard Pull: 65T. Speed about 13kn free. Gensets: 2 - 150kW / CAT C9. 2 - FFS type SFP 250 x 350 1,350m3/hr FiFi pumps. Firefighting: 2 - FFS 1,200 / 300m3/hr water / foam monitors + water spray. Quarters: 10 persons. Harbor, escort, ship docking ASD tug. Single, split drum escort towing winch with 2 x 250m 54mm synthetic line. No bowthruster. 70T tow hook, tow pins, stern roller. Mediterranean. May 2011 / Prompt.


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File: TG51163 Tug - Twin Screw - 164.1' x 43.3' x 14.8' depth. Built in 2010. Foreign flag. BV. Deadweight: 800mt. FO: 600m3. FW: 215m3. 2 x total 5,150BHP. Bollard Pull: 62MT. Speed about 12.5kn trial. Quarters: 38 persons total. Far East. File: TG51141 Tug - Single Screw - 141.0' x 34.4' x 14.6' depth. Built in 1978 by Astilleros de Huelva, Spain. Spanish flag. LR + 100A1 Tug + LMC. Deadweight: 456T. FO: 400m3. FW: 30m3. BW: 157m3. Crane: 1 - 9T with 12m max jib outreach. Winch: Single drum, towhook + capstan. Line Pull: 80T. Wire Capacity: 950m x 52mm. Main Engine: 1 x Deutz RBV12M350 4,400BHP. VP prop in kort nozzle. Range - 10,000nm. Bowthruster 250BHP. Bollard Pull: 66MT. Speed about 19kn max. Gensets: 3 - 140kW / Pegaso 380v 50Hz; 1 - 64kW 380v 50Hz. Firefighting: 2 - 240m3/hr pumps & 3 monitors Foam/Water. Equipped for high seas salvage. Foam/Dispersant - 40m3. Zodiac 40HP. Salvage rescue boat (2-60HP). Presently working. Mediterranean. Prompt.

File: TG51106 Tug – Azimuthing 105.0' x 38.0' x 17.6' depth x 13.74' loaded draft. Built in 2010. Foreign flag. BV 1 + Hull Mach Salvage Escort Tug FiFi 1 AUT-UMS Unrest Nav. FO: 155,000L. FW: 44,000L. BW: 32,000L. Winch: 1- 130T brake; 2 - 15T tugger; 65T tow hook. Wire Capacity: 700m x 52mm. 2 x CAT 3516B HD total 5,145BHP. Twin Schottel props. Steerable Thruster & Compact Thruster. Bowthruster 268BHP. Bollard Pull: 63T. Speed about 13kn free. Pump(s): 1 - 35m3/hr (fire). Gensets: 2 - 250kW / CAT C9 DITA 440v 60Hz 3ph; 1 - 76kW. Firefighting: FiFi 1: Waterspray curtain; Water|foam monitor 1,200m3/hr|300m3/hr. Quarters: 10 - 12 man. Air Conditioned. Galley. Robert Allen Rampart 3200 ASD.

File: TG50120 Tug - Twin Screw - 121.4' x 37.4' x 16.2' depth x 13.28' loaded draft. Built in China. GRT: 463. ABS +A1 Towing Vessel (E) +AMS Unrestricted. Continuous Hull Survey due 07/2015. International Load Line. SOLAS. Deadweight: 344mt. FO: 350m3. FW: 37m3. BW: 62.4m3. Winch: 120T brake double split drum Elec/Hyd; 5T tugger; 5T Capstan; 60T tow hook. Wire Capacity: 600m x 42mm. 2 x Niigata 6MG28HX total 5,000BHP. 2,700mm FP Bronze props in kort nozzles. Bollard pull certified by class. Endurance 30 Days. Bowthruster 3T. Bollard Pull: 63.5mt. Speed about 12kn free. Gensets: 2 - 245kW / CAT 3406C DITA. Quarters: 14 persons. 37M 5,000BHP ocean-going utility tug. Available for charter or sale. Far East.

File: TG48096 ATB Tug - Twin Screw - 96.0' x 38.0' x 22.5' depth x 18.50' loaded draft. Built in 1974 by Bludco Barge & Towing; Houston, TX. Rebuilt: 1993. U.S. flag. GRT: 164. ABS + A1 Towing. FO: 83,000g. Capstan; 360,000lb Hawser / emergency. 2 x EMD 16-645E6 total 4,200BHP. 120" 5 blade props. Speed about 11kn. Gensets: 2 - 99kW / John Deere 6068. Quarters: 11 bunks. Totally rebuilt ATA hull repowered and fitted with Bludco linkage system. Raised pilothouse. 75' air draft. Married to 56,000bbl asphalt barge TB55385. U.S. East Coast. Prompt.

File: TG48001 Tug - Twin Screw - 127.6' x 32.1' x 10.9' depth x 15.50' loaded draft. Built in 1967 by Burton Shipyard, Port Arthur, TX. U.S. flag. GRT: 178. ABS Loadline allowed to lapse. FO: 78,000g. Winch: Double drum Almon Johnson. Wire Capacity: 2100' x 2". 2 x EMD 16-645E5 total 5,750BHP. 115"x81" props. Repowered 1999 from Fairbanks. Bollard Pull: 77T. Speed about 12kn. Gensets: 2 - 75kW. Quarters: 14. Tug still operational, but main engine & gears require overhaul. Ballast tanks need steel work. Gaugings required. As brokers only, try best reasonable cash offers "as is, where is". Reportedly in running condition. U.S. East Coast.

File: TG44130 Tug - Twin Screw - 124.7' x 35.4' x 16.4' depth x 13.10' loaded draft. Built in 2011. BV 1 + Hull + Mach Tug, Unrestricted. FO: 320m3. FW: 150m3. Winch: 150T Elect. Hyd. double drum waterfall; 1 - 10T tugger; 1 - 5T Capstan. Wire Capacity: 750m x 42mm. Stern Roller. 2 x Cummins QSK60-M total 4,400BHP. 2,400mm dia. FP props in kort nozzles. Bollard pull astern up to 48MT. Bowthruster 3T. Bollard Pull: 55MT. Speed about 12kn free. Gensets: 2 - 240kW / Cummins SF240GFM. Firefighting: 1/2 FiFi system. 1,200m3/h pump to 2 - 600m3/h Skum monitors. Quarters: 16. 150T SWL Shark jaws & Tow pins. Far East. July/Aug 2011.

File: TG44110 Tug - Twin Screw - 110.0' x 34.0' x 16.0' depth. Built in 1999 by C&G Boat Works; Mobile, AL. U.S. flag. GRT: 149. ABS + A1, Towing Great Lakes + AMS. ABS Great Lakes Loadline. (Upgrading to unrestricted/oceans.) FO: 70,000g. Winch: Smatco 66 DAW double drum. 2 x CAT 3516B total 4,500BHP. 99" Kaplan FP stainless props on Stainless shafts. Kort nozzles. Repowered 2000. Speed about 10kn. Gensets: 2 - 99kW / Cummins 6BT. 4 flanking rudders. Designed for notch towing/work. May be developed for sale enbloc or separately with HB39071. Upper house height of eye 44.5'. Lower house height of eye 27'. Just completing 5 year drydocking with upgrade of ABS to oceans, shafts pulled and repaired, bottom blasted and painted, etc. U.S. Great Lakes. Prompt.


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File: TG44073 / TG44072 Tugs - Azimuthing (2 each) - 98.4' x 35.4' x 17.7' depth x 11.81' loaded draft. Built in 2008 by Hong Kong, China. Hong Kong flag. GRT: 469. BV1 + Hull + MACH, Salvage Tug / Utility Boat / FiFi I Unrestricted. FO: 250m3. FW: 110m3. Crane: [email protected]/8mt@2m,SWL. Winch: Electro Hyd Tow winch 100mt brake aft; Electro Hyd Anchor & Tow winch 80mt forward. 2 x Cummins QSK60M total 4,400BHP. Aquamaster props. Bowthruster. Bollard Pull: 66.5MT. Gensets: 3-116kW/400V/50Hz/Perkins. Firefighting: FIFI as per BV classification. Quarters: 2-1,2-2,2-4 cabins. Air Conditioned. Galley. Sewage Treatment plant. Call for price guidance and delivery schedule. Bollard pull ahead 66.5mt & 63.6mt astern. Southeast Asia. Prompt. File: TG43150 Tug - Twin Screw - 150.0' x 35.0' x 20.0' depth x 15.00' loaded draft. Built in 1963 by Southern Shipbldg.; Slidell, LA. Rebuilt: 2004. U.S. flag. GRT: 290. ABS +A1 Towing Service (E) +AMS. FO: 100,000g. Winch: Single Drum Markey / GM3-71 powered. Wire Capacity: 2,000' x 2". 2 x CAT 3606 total 4,640BHP. FP props. Repowered from Fairbanks in 2004. Gensets: 2 - 60kW / GM8V - 71. Air Conditioned. Galley. Raised foc'stle bow. Raised pilot house with @ 44' height of eye. Previously worked with 18,125dwt drybulk ITB hopper barge. 66' highest fixed point. New Fernstrum coolers in 2004. Totally rebuilt at Bollingers in 2004. U.S. Gulf Coast.

File: TG43123 Tug - Twin Screw - 124.0' x 33.1' x 19.9' depth x 18.00' loaded draft. Built in 1967 by Gulfport Shipbldg; Port Arthur, TX. U.S. flag. GRT: 194. ABS +A1 Towing, +AMS. FO: 70,378g. FW: 2,467g. Winch: Markey TYS-36 single drum. Wire Capacity: 2,200' x 2.25". 2 x EMD 12-645E5 total 4,300BHP. FP props. Gensets: 2 - 125kW / GM8V-71. Quarters: 8 in 7 staterooms. Galley. Elevated pilot house & raised foc'stle bow. 70.3' highest fixed point. 45' height of eye. Previously handled 19,2000stdw bulk barge. Although not officially on market, we may be able to develop for sale on private & confidential basis from owners for whom we have handled a number of sales and purchases. Reportedly running condition. U.S. East Coast.

File: TG42092 Tug - Tractor - 93.0' x 34.0' x 12.5' depth x 16.10' loaded draft. Built in 1982 by Valley Shipbldg, TX. Bahamas flag. GRT: 272. ABS + A-1 Ocean towing + AMS ACCU. Deadweight: 337T. FO: 59,000g. Winch: Double drum. 2 x B&W Holeby 7928LU total 3,750BHP. Niigata ZP 3-A FP props. Bollard Pull: 52T. Speed about 12.5kn on 120gph. Gensets: 2 - 135kW / CAT 460vAC. Firefighting: 1,000gpm Aurora fire pumps. Halon system. Quarters: 5. Air Conditioned. Galley. Europe. File: TG41119 Tug - Twin Screw - 121.0' x 34.0' x 19.0' depth x 16.47' loaded draft. Built in 1976 by Halter Marine Inc; Gulfport, MS. Mexican flag. GRT: 170. ABS + A1 Towing +AMS Unrestricted. Special Survey and Docking overdue 08/2010. Deadweight: 499T. Light Disp.: 584T. FO: 400T. 2 x Alco 12-251C total 4,100BHP. FP props. Speed about 13kn Service. Gensets: 2 - 150kW. Air Conditioned. Galley. Offered strictly "as is, where is". Owner prefers sale out of competition. Sale subject to Owner's management approval. Buyers to state intended use and area of operation. U.S. Gulf Coast. File: TG40198 Tug - Twin Screw - 142.8' x 34.8' x 14.8' depth. Built in 1972. Rebuilt: 2010. 2 x Stork Werkspoor total 4,000BHP. Bollard Pull: 67T. Mediterranean. Prompt.

File: TG40124 Tug - Twin Screw - 124.0' x 31.5' x 15.8' depth x 15.00' loaded draft. Built in 1966 by Nolty J. Theriot; Golden Meadow, LA. Rebuilt: 2007. U.S. flag. GRT: 180. ABS International Loadline Expires 26 June 2012. Light Disp.: 783T. FO: 75,000g. Winch: Almon Johnson Single Drum +pendant drum & gypsy / GM6-71 diesel powered. Line Pull: 125,000lb. Wire Capacity: 2,600' x 2.25". 2 x EMD 16-645E total 3,900BHP. Last Overhauled: 2007. 96" x 109" 4-blade S/S props on 11" shafts in Nautican kort nozzles with quad rudder system. Repowered 91. "Tier I" compliant via add-on kit. 35" clutches. Bollard Pull: 66ST. Speed about 12kn. Gensets: 2 - 85kW / John Deere 480v 60Hz AC. Quarters: 3-1, 1-2 pax cabin. Air Conditioned. Standard bow. Vessel underwent a major top to bottom overhaul 2007, plus she was upgraded to EPA Tier I approved. Hydraulic towing pins. Towing winch rebuilt Nov. 2011. U.S. Gulf Coast.


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File: TG40095 Tug - Azimuthing - 95.5' x 32.0' x 15.8' depth x 11.50' loaded draft. Built in 1996 by Trinity Marine; Lockport, LA. U.S. flag. GRT: 99. ABS +A1 Towing Service (FiFi), AMS, Ice Class C. Drydocked 3/09. FO: 34,359g. FW: 1,775g. BW: 12,228g. Winch: Almon Johnson double forward (650) & single aft (650). Wire Capacity: 2,000' 2" aft. 2 x CAT 3516BTA total 4,000BHP. Ulstein 1650H 86"x80" props. Bollard Pull: 56.25ST. Speed about 14kn free. Gensets: 1 - 99kW / CAT3406; 1 - 99kW / CAT3304. Firefighting: 3,000gpm fire pump PTO. 2 monitors with foam. Quarters: 8 crew. Air Conditioned. Galley. Jensen Maritime Design. Escort, FiFi, Oil Rec, Shipdocking, Harbor, Coastal & Ocean Tug. May be developed for sale or charter, though not officially on the market, as a direct offer is pending. Call Marcon for more details if seriously interested. Caribbean.

File: TG40022 Tug - Twin Screw - 109.0' x 31.0' x 14.0' depth. Built in 1975 by Halter Marine Services Inc. U.S. flag. GRT: 198. ABS +A1 Towing Service, +AMS. FO: 83,302g. Winch: Markey. Wire Capacity: 2,000' 2". Stern Roller. 2 x EMD 16-645E6 total 4,000BHP. 4 blade 100"x76" props. Speed about 8.5/10kn on 80-95gph. Gensets: 2 - 99kW / GM6-71. Quarters: 10 in 5 cabins. Air Conditioned. Galley. Upper pilothouse. Molded "D" fendering system. For sale out of competition. U.S. Gulf Coast.

File: TG40021 Tug - Twin Screw - 125.3' x 29.5' x 14.0' depth x 12.00' loaded draft. Built in 1964 by New Iberia Shipblg; New Iberia, LA. U.S. flag. GRT: 196. ABS Loadline exp Mar 2013. FO: 75,403g. Winch: Enclosed double drum Markey TESD-28 + capstan aft. Wire Capacity: 2 - 2,000' x 1.75". 2 x Fairbanks Morse 10-38D8-1/8 total 4,000BHP. 92" x 52" fixed pitch props on 9" shafts. Inboard turning props. Gensets: 2 - 100kW / GM8V71 440vAC 60Hz new in 1992. Fully operational and earning money as back-up boat. ITC - 350G / 105N. Rubber bow pud & tire fendering. "H" bitts fore & aft. Last drydocked March 2008. Being replaced by new azimuthing tug. U.S. Gulf Coast.

File: TG39140 Tug - Twin Screw - 125.0' x 34.0' x 17.0' depth x 15.50' loaded draft. Built in 1976 by Quality Shipyard; Houma, LA. U.S. flag. GRT: 192. ABS + A1 + AMS Towing Service renewed 2006. Deadweight: 496lt. FO: 126,200g. FW: 10,000g. DW: 10,700g. Crane. Winch: Double drum side by side. Line Pull: 260,000lb. Wire Capacity: 6,600' x 2". Stern Roller. 2 x EMD 12-645E6 total 3,000BHP. 4 blade 114" x 114" props in kort nozzles.Bollard Pull: 49T. Speed about 12-14kn on 95gph @ 12kn. Gensets: 2 - 99kW 440v 60Hz. Quarters: 10 in 6 cabins. Air Conditioned. Galley. Tow pins. Water maker. Bilge keel stabilization system. Walk-in cooler and freezer. Raised foc'stle. Owner inviting offers. Sale strictly "as is, where is" out of competition. West Africa.

File: TG39130 Tug - Twin Screw - 136.0' x 32.0' x 17.0' depth. Built in 1942 by Levington SB, Orange, TX. Rebuilt: 1979. U.S. flag. GRT: 197. ABS Loadline renewed 17 May 2010 & valid thru May 2015. Last drydocked May 2010. FO: 50,000g. Winch: Almon Johnson single drum. Wire Capacity: 2,600' 2". 2 x EMD 16-567BC total 3,600BHP. 108"x98" 4 blade stainless props in kort nozzles installed in 1985. Bollard Pull: 50ST. Gensets: 2 - 60kW Delco / GM6-71. 4" 20HP fire pump. Quarters: 10 berths. Air Conditioned. Galley. Raised foc'stle bow. Molded hull. Quarters re-done in '95. Survey & drawings on request. Reportedly tug & all equipment fully operational and in good condition. Marcon sold this tug to previous Owner. Caribbean.

File: TG39072 Tug - Twin Screw - 109.0' x 31.1' x 13.0' depth. Built in 1975 by Halter Marine Services Inc. U.S. flag. GRT: 198. ABS +A1. Towing +AMS. FO: 83,302g. Winch: Markey TDS-32. Wire Capacity: 2,000' x 2". 2 x EMD 16-645E2 total 3,900BHP. FP props. Bollard Pull: 34.5T. Speed about 8.5-10kn on 80-95gph. Gensets: 2 - 99kW / GM 480v 60Hz 3 ph. Quarters: 10 in 5 cabins. Air Conditioned. Galley. Raised pilot house. For sale out of competition. U.S. Gulf Coast.

File: TG39020 Tug - Single Screw - 123.0' x 30.0' x 15.0' depth x 14.80' light draft x 15.40' loaded draft. Built in 1944 by Tampa Marine Corp.; Tampa, FL. Rebuilt: 1966. U.S. flag. GRT: 298. ABS Loadline thru March 2009. Last drydocked 2/2008. Light Disp.: 850T. FO: 65,000g. Crane: 2,000lb. Daybrook. Winch: Single drum powered by CATD333. 2 x EMD 16-645 total 3,900BHP. 4 blade 114" Kamewa CP prop. Bollard Pull: 47T. Gensets: 1 - 100kW / CATD333; 1 - 100kW / CATD330 460/115vAC. Gardner-Denver 50HP 5" x 4" fire pump. Converted in 1966. Economical long haul ocean tug. Presently laid-up. Inviting best offers on an "as is, where is" basis. U.S. Northwest.


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File: TG39009 Tug - Twin Screw - 133.0' x 32.0' x 17.0' depth x 12.30' loaded draft. Built in 1966 by McDermott SY. U.S. flag. GRT: 199. ABS +A1, AMS, All Ocean Towing. Loadline. (Not renewed.) Deadweight: 446T. FO: 112,000g. Winch: Double drum Markey TDSD-32. Line Pull: 135,000lb. Wire Capacity: 2,200' 2". Stern Roller. 2 x EMD 16-645E6 total 3,200BHP. EMD16-567CB blocks. Both gear boxes rebuilt. Several power pack replaced. Bollard Pull: 57ST. Speed about 12-14kn free on 2,880gpd. Gensets: 2 - 99kW/GM8V71 (one needs to be rebuilt). Quarters: 11 in 7 cabins. Air Conditioned. Vessel drydocked, with hull and machinery class items updated 11/00. Sold to present owners by Marcon. Actively seeking tows in any direction. Open for towing work within the U.S., Caribbean and South America. U.S. Gulf Coast.

File: TG38128 / TG38127 / TG37124 Tugs - Twin Screw ( 3 each) - 125.0' x 34.8' x 16.1' depth x 13.44' loaded draft. Built in 2008 / 2008 / 2007 respectively by Weihai Xinghai; Shandong, China. Singapore flag. GRT: 488. BV 1 Hull Mach Tug Unrestricted. 14.8m x 8.4m clear deck. FO: 400m3. FW: 115m3. Crane: 1 - 2T @ 8m reach. Winch: D|D waterfall 12.5-50T w/ 130MT brake; 2 - 10T tugger. Wire Capacity: 2 – 1,000m x 48mm. Stern Roller. 2 x Mitsubishi S16R MPTK total 3,800BHP. 2,300mm bronze/mag 4 blade prop(s) in kort nozzle(s). Endurance: 9,600nm @ 12kn. Bowthruster 1 - 200kW. Bollard Pull: 52.2MT. Speed about 12kn. Gensets: 2 - 220kW / Cummins / 400v / 3ph / 50Hz; 1 - 100kW / Cummins. Quarters: 18. Air Conditioned. Galley. AHT tug. Power jaw: 150T SWL, for rope 50-75mm. Tow pin: 150T SWL. Tugs working, but may be developed for sale. Southeast Asia.

File: TG38106 Tug - Twin Screw - 110.0' x 32.4' x 14.0' depth. Built in 1970 by Main Iron Works, Houma, LA. U.S. flag. GRT: 190. ABS + A1, Towing. FO: 55,135g. Winch: Markey Single Drum. Line Pull: 120ST. Wire Capacity: 2,000' x 2.125". 2 x EMD 16-645E2 total 3,900BHP. FP 108" x 76" 4 blade props. Bollard Pull: 47.7ST. Speed about 8.5-10kn on 80-95gph. Gensets: 2 - 60kW / GM6-71 480v 60Hz 3ph. Firefighting: 1 - 2,700gpm. Quarters: 10 in 5 cabins. Air Conditioned. Galley. Raised pilot house. Owners may consider sale basis out of competition. U.S. Gulf Coast.

File: TG36164 Tug - Twin Screw - 137.1' x 32.8' x 15.1' depth x 10.50' loaded draft. Built in 2009 by Pacific Ocean Engineering. Singapore flag. GRT: 573. ABS + A1 Towing Vessel, Offshore Support AH (E), +AMS. Deadweight: 450mt. 130m2 clear deck. FO: 250m3. FW: 110m3. Winch: Double Drum W/F; 5T tugger. Wire Capacity: 2 - 750m x 48mm. 2 x Yanmar 8N21A-3N total 3,600BHP. Kort nozzles. Bowthruster 3.6T. Bollard Pull: 47T. Speed about 9-12.5kn. Gensets: 3 - Volvo 415v / 3 / 50. Firefighting: 2 - monitors 1,200m3/hr. AHT. Tow pins / shark jaws. 100T SWL. Southeast Asia.

File: TG36110 Tug - Single Screw - 103.0' x 26.2' x 11.1' depth. Built in 1949 by Camden, NJ. Rebuilt: 1974. U.S. flag. GRT: 147. FO: 14,600g. 24" capstan aft. 2 x Fairbanks Morse 10-38D8-1/8 total 4,000BHP installed '74 and rebuilt in 1990. Gensets: 2 - 50kW / GM6-71. 4" Fire Pump. Quarters: 3 cabins. Galley. Shipdocking Tug. 2 rudders. Will consider reasonable offers. Reportedly in running condition. U.S. East Coast.

File: TG35150 Tug - Twin Screw - 150.0' x 32.0' x 13.0' depth x 8.00' loaded draft. Built in 1954 by Dravo; Pittsburgh, Pa. Panama flag. GRT: 392. ABS (disc). FO: 45,000g. FW: 12,000g. Winch: Single drum hydraulic. Wire Capacity: 1,500' x 1.75". 2 x EMD 16-567C total 3,500BHP. Bollard Pull: 40T. Speed about 11kn on 60gph. Gensets: 2 - 75kW / GM6-71; 1 - 75kW / Danyo. Quarters: 8 in 6 cabins. Air Conditioned. Galley. Converted push boat with flat bottom. Up to date dry docking. Reportedly ready to go. Bridge eye level 36'. Caribbean.

File: TG35129 Tug - Twin Screw - 141.0' x 34.1' x 20.1' depth x 16.50' loaded draft. Built in 1966 by Dominion Steel. Rebuilt: 2009. Canadian flag. GRT: 565. FO: 83,925g. Winch: J. Swan Single Drum. 3-12" tow pins. Wire Capacity: 3,000' 2 1/4". Stern Roller. 2 x Stork Werkspoor total 3,470BHP. 101"x 70.7" props open wheel. Bollard Pull: 37.5T. Speed about 12kn. Gensets: 2-120kW 460vAC 60hz. Quarters: 10 men. ITB tug partnered with DB30033, a heavy lift barge converted from Ro-Ro ship. 1,000mt bow ramp. Can operate in both Ro-Ro & Lo-Lo configurations. Owners inviting best outright offers for sale or charter. Both units can be inspected through this office. Canada Great Lakes.


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File: TG33495 / TG33494 / TG33092 Tugs - Azimuthing (3 each) - 94.6' x 34.0' x 12.5' depth x 17.70' loaded draft. Built in 1982 / 1982 / 2985 resp. by Valley Shipbuilding; Brownsville, TX. Bahamas flag. ABS +A1 Towing Service. FO: 292m3 / 222.5mt resp. Winch: Intercon SD-200 single drum / GM4-71 powered. Line Pull: 68MT brake. Wire Capacity: 508m x 52mm; 175m x 44mm. 2 x B&W 7S28LU7 total 3,340BHP. Niigata Z-pellers prop(s). Keel cooled. Bollard Pull: 52mt. Speed about 11.5kn on Heavy FO. Gensets: 2 - 135kW / CAT3306. Firefighting: 225m3/hr pump + 1 monitor. Quarters: 6 persons / 3 cabins. Air Conditioned. Galley. 360 deg azimuthing props, located forward of midships. Designed for both Ship docking and coastal towing. Ship docking. One or more sisters of this class may be developed. Europe.

File: TG33123 / File: TG33122 / TG33121 Tugs - Twin Screw ( 3 each) - 118.1' x 34.1' x 16.4' depth x 13.12' loaded draft. Built in 2010 by Chinese Shipyard. Singapore flag. GRT: 499. BV 1 Hull Mach Tug Unrestricted Navigation SOLAS FiFi. FO: 350m3. FW: 100m3. Winch: 40T Double drum. Line Pull: 40T. Stern Roller. 2 x Cummins KTA50M2 total 3,200BHP. FP props in kort nozzles. Bowthruster 3.2T. Bollard Pull: 40T. Speed about 12kn on MDO. 1 - 25m3 @ 30m FiFi pump. Gensets: 2 - 240kW / Cummins 415v 50Hz 3ph. Quarters: 16 crew, 6 cabins. Air Conditioned. Galley. Raised foc'stle bow. Far East. File: TG33117 / TG33116 Tugs - Twin Screw (2 each) - 111.5' x 34.8' x 16.2' depth x 13.12' loaded draft. Built in 2010 by Chinese Shipyard. Singapore flag. GRT: 463. BV +Hull Mach Tug Unrestricted, SOLAS FiFi. FO: 242.2m3. FW: 44.37m3. BW: 36.7m3. Winch: 400kN. Line Pull: 43.4T. 2 x ZiBo LB8250ZLC-2 total 3,200BHP. FP props in kort nozzles. Bollard Pull: 40T. Speed about 12kn. Gensets: 2 - 250kVA / Cummins NTA855 D (M). Quarters: 14 crew (4-1, 5-2 cabins). Far East. File: TG33083 Tug - Azimuthing - 80.0' x 30.0' x 13.3' depth x 14.50' loaded draft. Built in 2010 Tuzla, Turkey. GRT: 247. GL + 100 A5 Tug + MC, MARPOL. FO: 74,000L. FW: 12+18MT. Winch: Rolls Royce Rauma Brattvaag hydraulic winches fore & aft. Wire Capacity: 600m 40mm aft. 2 x CAT 3512BTA total 3,300BHP. Rolls Royce US-155 FP props. 43T bollard pull astern. Bollard Pull: 45T. Speed about 12kn. Firefighting: Skum hand wheeled monitor. Quarters: 6 (2-1, 2-2 berth cabins). Air Conditioned. Galley. High-spec, compact, Robert Allan ASD assist tug. ABS Grade "A" welded steel hull / aluminum wheelhouse. Marcon has sold 3 of this class tug in the past. High quality boat. Europe.

File: TG33078 Tug - Azimuthing - 80.0' x 30.0'. Built in 2008 by Turkey. Turkish flag. RINA FiFi 1. Winch: Rolls Royce bow, 100T brake; 45T tow hook. Wire Capacity: 135m x 40mm. 2 x CAT 3512TA total 3,300BHP. Rolls Royce US-155 FP props. Bollard Pull: 51T. Speed about 12kn. Gensets: 2 -74kVA / Perkins 4TGM @ 1,500RPM. 1 - 650m3/h monitor. Robert Allan design. 51T certified bollard pull. Mediterranean. Prompt.

File: TG32199 Tug - Twin Screw - 105.3' x 29.5' x 13.8' depth x 11.80' loaded draft. Built in 2008 by Tang Tiew Hee; Malaysia. Singapore flag. GRT: 299. NKK. Deadweight: 212mt. FO: 233T. FW: 22T. BW: 31T. 40T tow hook. 2 x Cummins KTA50M2 total 3,200BHP. FP props. Speed about 12kn. Air Conditioned. Available enbloc with 10,000 DWT deck barge DB33072. Southeast Asia.

File: TG32170 Tug - Twin Screw - 105.0' x 30.0' x 13.7' depth x 11.48' loaded draft. Built in 2007 by ST Shipbuilding Co; Malaysia. U.S. flag. GRT: 296. BV - Ocean. FO: 64,250g. Winch: Single drum tow with auto spool. Line Pull: 40T. Stern Roller. 2 x Cummins KTA-50M2 total 3,600BHP. 4 blade Manganese / Bronze props on 7.5" stainless steel shafts in kort nozzles. Bollard Pull: 42st. Speed about 11kn on 125gph. Gensets: 2 - 125kW / Cummins 6CTA8.3 415v 3Ph; 1 - 32kW 415v 3Ph. Quarters: 2 single, 5 double. Air Conditioned. Galley. Raised foc'stle. Although U.S. flag, not eligible for Jones Act coastwise trade. U.S. Gulf Coast.

File: TG32164 Tug - Twin Screw - 101.7' x 29.5' x 14.1' depth x 11.80' loaded draft. Built in 2006 by Sapor Shipbuilding, Malaysia. Singapore flag. GRT: 286. BV 1 I +Hull Mach Tug Unrestricted. Special Survey due 02/2012. Deadweight: 299T. FO: 240m3. FW: 84m3. BW: 58m3. Winch: 30T Double drum; 80T brakes. Line Pull: 42.5MT. Wire Capacity: 700m x 38mm. 2 x Cummins KTA50M2 total 3,200BHP. FP Manganese Bronze props in kort nozzles. Range: 9,500nm @ 12kn; Endurance: +|- 33 days. Speed about 10-12kn. Pump(s): Fire 40m3/hr @ 35m. Gensets: 2 - 78kW / Cummins. Quarters: 15 (3-1, 1-12). Galley. 40T tow hook. 3T capstan. This tug plus a 250' and 300' ocean flat top barge with stanchions available for charter or sale. Mid East.


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File: TG32159 Tug - Twin Screw - 118.1' x 34.1' x 16.4' depth x 13.12' loaded draft. Built in 2010 by Chinese Shipyard. Singapore flag. GRT: 499. BV 1 Hull Mach Tug Unrestricted. SOLAS FiFi. FO: 350m3. FW: 100m3. Winch: 40T Double drum. Line Pull: 40T. Stern Roller. 2 x Cummins KTA50M2 total 3,200BHP. FP props in kort nozzles. Bowthruster 3.2T. Bollard Pull: 40T. Speed about 12kn on MDO. 1 - 25m3 @ 30m FiFi pump. Gensets: 2 - 240kW / Cummins 240MXDEF 415v 50Hz 3ph. Quarters: 16 crew, 6 cabins. Air Conditioned. Galley. Raised foc'stle bow. Far East.

File: TG32142 Tug - Twin Screw - 118.1' x 34.1' x 16.4' depth x 13.12' loaded draft. Built in 2010 by China. Singapore flag. BV 1 + Hull + Mach Tug Unrestricted Navigation FiFi. FO: 320m3. FW: 150m3. Winch: 100T brake Double drum waterfall; 10T@15m/min tugger; 1-5T@10T/min. Line Pull: 40T. Stern Roller. 2 x Cummins KTA50M2 total 3,200BHP. FP 4 Blade props in kort nozzles. Bowthruster 3T. Bollard Pull: 40T. Speed about 12kn. Gensets: 2 - 150kW / Cummins 6CTA8.3-D(M). Firefighting: FiFi 1/2: 2 - 600m3/h monitor. 1,200m3/h Skum fire pump. Quarters: 16 crew. 36m anchor handling tug. Shark Jaw & Towing pin 200T. Southeast Asia.

File: TG32113 Tug - Twin Screw - 121.0' x 29.3' x 14.5' depth x 11.75' loaded draft. Built in 1966 by Burton Shipyard; Port Arthur, TX. Rebuilt: 1988. U.S. flag. GRT: 194. ABS loadline through July 2015. Last drydocked July 2010. Annual Load Line Survey Due 31 Aug 2011. FO: 73,000g. Winch: Smatco 66-HTS-17 single drum. Line Pull: 75st. Wire Capacity: 2,500' x 2". 2 x Fairbanks Morse 8-38D8-1/8 total 3,200BHP. Last Overhauled: 2009. 96" x 60" 4-blade stainless props. Two spare props & two spare shafts. Speed about 12kn free. Gensets: 2 - 60kW GM6-71 110/220vAC. Quarters: 10 crew in 5 cabins. ITC tonnage 273 / 81. Fuel capacity 52,000g at load line. Abt. USD 200 - 250,000 spent at last drydocking. As brokers, we invite best firm cash offers "as is, where is" for sale out of competition. U.S. Northeast.

File: TG32110 Tug - Twin Screw - 108.2' x 32.0' x 14.1' depth x 11.48' loaded draft. Built in 2011, Malaysia. NKK. FO: 300m3. FW: 25m3. BW: 43m3. Winch: 40T elect/hyd + 40T tow hook. 2 x Cummins KTA 50M2 total 3,200BHP. FP props in kort nozzles. Bollard Pull: 40mt. Speed about 11kn trial. Gensets: 2 - 78kW / Cummins 415v 3ph 50Hz. Firefighting: 20m3/h @ 30m head emergency fire pump + three 40mm hydrants. Quarters: 15 crew. Raised foc'stle bow. Southeast Asia. Prompt.

File: TG32074 Tug - Twin Screw - 74.0' x 30.0' x 13.3' depth x 11.50' loaded draft. Built in 2011, OH. U.S. flag. GRT: 99. FO: 26,796g. BW: 6,452g. Crane: Optional ESI Marine T-045M/35. Winch: Jonrie Intertech Series 500 single drum. Line Pull: 70,000lb. Wire Capacity: 2,000' 1.75". 2 x Cummins QSK50 total 3,200BHP. 80" x 87" Kaplan 4 blade Rice props in kort nozzles. Dual rudders behind each prop. Mains Tier II. Bollard Pull: 40ST. Speed about 12kn free. Gensets: 2 - 65kW Onan / Cummins. Optional 2,000gpm fire monitor. Quarters: 6 berths. Sale, lease purchase or long term charter. 55% complete with all parts on-hand. Builder able to complete within about 4 months of contracting. Will be delivered with ABS class. Built to ABS Ice Class standards. Capable of being operated by operator & 1 crew. U.S. Great Lakes. 4 months after contract. File: TG32063 / TG32062 / TG32061 TG32060 Tugs - Twin Screw (4 each) - 95.1' x 29.5' x 13.9' depth x 11.48' loaded draft. Built in 2006 by Wuhu Dajiang Shipyard. Indonesia flag. GRT: 248. ABS + A1 + AMS Circle E SOLAS BKI. FO: 130MT. FW: 25MT. Winch: 300kN, 80kN w/ 100T brake; 40T towhook. Wire Capacity: 700m x 44mm. 2 x Cummins 50 KTAM2 total 3,200BHP. FP props in kort nozzles. Bollard Pull: 40T. Speed about 12k free. Gensets: 2 - Cummins 6CT8.3 - D(M); 2 - 99kW Stamford / 380v / 3ph 50HZ. Quarters: 12 in 6 cabins. Sale strictly "as is, where is" subject to Board of Director's approval. Southeast Asia. File: TG31118 Tug - Twin Screw - 118.4' x 33.0' x 16.1' depth x 13.12' loaded draft. Built in 2006 by Yantai Beifang, China. Singapore flag. GRT: 472. BV I + Hull + Mach Tug Unrestricted Nav. 14m x 9m clear deck. FO: 400m3. FW: 70m3. Winch: 90MT brake; tow hook 50T. Line Pull: 30MT. Wire Capacity: 700m x 44mm. Stern Roller. 2 x CAT 3512B total 3,194BHP. 2 bronze maganese 2,200mm dia props in kort nozzles. Endurance: 9,600nm @ 12kn. Bowthruster 268BHP. Bollard Pull: 45MT. Speed about 10-12kn on 6,000Lpd. Gensets: 2 - 100kW / Cummins 400v 3ph 50Hz. Quarters: 14. Air Conditioned. Galley. Working, but may be developed for sale. Southeast Asia. File: TG31103 Tug - Twin Screw - 105.0' x 30.2' x 15.1' depth x 12.44' loaded draft. Built in 2007 by Wuhu Dajiang Shipbuilding, China. Singapore flag. GRT: 296. ABS +A1 Towing Vessel (E) +AMS. Deadweight: 241. FO: 250m3. FW: 40m3. Winch: Single drum el./hyd 100T brake + 50mt SWL tow hook. Line Pull: 40MT. Wire Capacity: 700m x 44mm. 2 x CAT 3512B total 3,194BHP. FP props. Bollard Pull: 40mt. Speed about 12kn trial on diesel oil. Gensets: 2 - 99kW / Cummins 400vAC 3Ph 50Hz. Quarters: 12 (1-2, 2-1, 4-2). Open for either employment or sale. Southeast Asia.


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File: TG31088 Tug - Azimuthing - 88.6' x 29.8' x 12.1' depth x 17.61' loaded draft. Built in 1988 by Ferrari; La Spezia, Italy. Netherlands flag. GRT: 245. RINA +100A1.1 Nav S; RE. Continuous Hull Survey due 11/2011 Last DD 2006. Deadweight: 140T. FO: 43,300L. FW: 11,500L. Winch: Single drum towing winch Brake 80T; Tow hook. Line Pull: 5T. Wire Capacity: 500m x 48mm. 2 x Deutz SBV6M628 total 3,100BHP. Aquamaster azimuthing propellers forward & skeg aft. Bollard Pull: 40T. Speed about 12kn. Gensets: 2 - 51kW / Deutz. 1 - 600m3/h foam/water monitor. Quarters: 6 (2-1, 2-2). Bridge control of propulsion, winch, hook & fifi monitor. Superstructure on antivibration elastic mountings. Reported in very good condition. Sale “as is, where is”. Europe.

File: TG30223 Tug - Twin Screw - 105.0' x 30.0' x 14.0' depth x 11.70' loaded draft. Built in 1975 by Halter Marine, Pierre Port, LA. U.S. flag. GRT: 180. ABS Loadline. 5 year survey exp. 04/2015. FO: 50,000g. Winch: Intercon 74073 single drum / GM6-71. Line Pull: 80,000lbs. Wire Capacity: 2,600' x 1.75". 2 x Cummins KTA50M2 total 3,000BHP. 91" x 89" 4 blade skewed props on 8.5" shafts in kort nozzles. 10/04 Repowered with Tier 1 diesels. Bollard Pull: 45ST. Gensets: 2 - 90kW / Power Tech 480vAC 60Hz. Air Conditioned. Galley. ITC 387G / 116N. Foc'stle bow. Quad rudders installed in 2004. New engine & reduction gear foundations, shafts and props, and a lot of new steel work. U.S. West Coast.

File: TG30125 Tug - Twin Screw - 125.0' x 34.0' x 16.0' depth x 11.00' light draft x 14.00' loaded draft. Built in 1969 by Main Iron Works; Houma, LA. U.S. flag. GRT: 150. ABS Loadline. FO: 96,000. Winch: Intercon 6940 Double Drum. Line Pull: 315,000lbs. Wire Capacity: 2,000' x 2" each. 2 x EMD 12-645E2 total 3,000BHP. Last Overhauled: 2003. 118" x 78" 4 blade stainless props. Endurance 44-65 days. Bollard Pull: 36ST. Speed about 11-13kn on 2,400-3,500gpd. Gensets: 2 - 99kW / GM6-71 220vAC 60Hz. Quarters: 15 in 7 cabins. Air Conditioned. Galley. Foc'stle bow. Rebuilt Vessel & overhauled engines in 2003. One new tow wire installed July 2010. U.S. Gulf Coast.

File: TG30110 Tug - Twin Screw - 105.0' x 34.0' x 17.3' depth x 16.50' loaded draft. Built in 1981 by Halter Marine; Lockport, LA. U.S. flag. GRT: 98. FO: 100,000g. Winch: Markey double drum TDSD-32. Line Pull: 155,000lb. Wire Capacity: 2,000 2". Stern Roller. 2 x EMD 12-645E2 total 3,000BHP. FP 117" x 94" props on 11" shafts. Speed about 12.5kn. Air Conditioned. Galley. Sold to current owner via Marcon. Raised foc'stle bow. 28' height of eye. U.S. West Coast.

File: TG30100 Tug - Twin Screw - 93.0' x 29.2' x 29.2' depth x 11.85' loaded draft. Built in 1983 by Delaware Marine / Park Lane Assoc, DE. Rebuilt: 1993. U.S. flag. GRT: 199. Built to ABS standards, but declassed in 1999 as not required for trade. FO: 40,800g. Winch: Hydraulic capstan aft with fixed bitt. 2 x EMD 12-645E6 total 3,000BHP. 106"x 64" fixed pitch props on 7" Aquamet shafts. Speed about 12kn. Gensets: 2-75kW Lima /GM 6-71 208vAC 3Ph. Quarters: 10 men. Air Conditioned. Galley. Heavy rubber fendering. For sale out of competition "as is, where is". U.S. Gulf Coast.

File: TG30061 Tug - Azimuthing - 94.6' x 34.0' x 12.5' depth x 17.71' loaded draft. Built in 1980 by Valley Shipbuilding; Brownsville TX. Netherlands flag. GRT: 272. ABS +A1 Towing Service, ACCU + AMS, Unrestricted thru Jan 2013. Deadweight: 337mt. FO: 222,500L. Winch: Intercon SD150, 68T brake. Line Pull: 27T. Wire Capacity: 500m x 48mm. 2 x EMD 12-645E6 total 3,000BHP. Bollard Pull: 45T. Speed about 11.5kn max. Gensets: 2 - 99kW / GM 6-71 440vAC 60Hz. Quarters: 3 cabins. Air Conditioned. 360deg. azimuthing props, located forward of midships with skeg aft. Designed for both ship docking and coastal towing. "As is, where is". Europe. Prompt.

File: TG30015 Tug - Twin Screw - 110.0' x 34.0' x 17.5' depth x 16.00' loaded draft. Built in 1978 by Zigler; Jennings, LA. U.S. flag. GRT: 142. ABS +A1, Towing , +AMS exp July 2012. FO: 71,847g. Winch: Single drum / GM4-71 powered. Wire Capacity: 2,000' x 2". Stern Roller. 2 x EMD 12-645E6 total 3,000BHP. FP props in kort nozzles. Gensets: 2 - 75kW / GM8V-71. Quarters: 10 in 5 cabins. Air Conditioned. Galley. Upper pilot house. Flanking rudders. Keen seller. File: TG30002 Tug - Twin Screw - 105.0' x 32.0' x 15.8' depth x

15.60' loaded draft. Built in 1978 by McDermott Shipyard; Amelia, LA. U.S. flag. GRT: 149. ABS Load Line only. FO: 70,000g. Winch: Double Drum Intercon. Wire Capacity: 2,400' 2". 2 x EMD 12-645E2 total 3,000BHP. 108" x 74.5" 4 blade Stainless props. Gensets: 2 - 75kW / GM6-71N. Firefighting: 2 monitors. Quarters: 9 men. Air Conditioned. Galley. Fully fendered for shipdocking. U.S. West Coast.


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File: TG29123 Tug - Single Screw - 121.5' x 32.0' x 16.5' depth x 15.50' loaded draft. Built in 1966 by Pacific Coast Eng. Co.; Alameda, CA. U.S. flag. GRT: 190. ABS Loadline overdue Fall 2006. FO: 100,000g. Winch: Double drum. Wire Capacity: 2" wire. 1 x EMD 16-645E5 total 2,875BHP. 5 blade stainless steel. 126” x 82-89" prop. Bollard Pull: 32T. Speed about 14kn. Gensets: 2-60kW/CATD333. Ocean going. Will consider reasonable offers. Marcon sold to present owners. Reportedly running condition. U.S. East Coast.

File: TG28129 Tug - Twin Screw - 127.7' x 32.8' x 15.5' depth x 14.00' loaded draft. Built in 1967 by Cochrane & Sons, U.K. Rebuilt: 1992. Canadian flag. GRT: 451. Built to LR class +100A1 - New CSI Hometrade II - All certs expired. FO: 223.5MT. Winch: Norwinch Double drum + Norwinch anchor handling. Stern Roller. 2 x Ruston 6ATCM total 2,800BHP. Fixed props. Bollard Pull: 35T. Speed about 13.5kn. Gensets: 2-200kW/Shaft; 2-100kW / Aux. Quarters: 6 crew. Galley. Anchor handling/Salvage Tug. Raised foc’stle. Later fitted with small, upper pilothouse. Fendered push bow. Laid up for extended period. Hull and house reported in good condition, but machinery, electrical, etc. needs to be rebuilt. Canada Great Lakes. File: TG28124 Tug - Single Screw - 123.0' x 30.0' x 18.0' depth x 15.50' loaded draft. Built in 1944 by Calumet Shipyard, Chicago. Rebuilt: 1984. U.S. flag. GRT: 199. ABS Loadline exp 21 Jan 2013. Last Dry-dock July 2010. FO: 70,000g. Winch: Almon Johnson /GM3-71. Line Pull: 126,000lb. Wire Capacity: 2,600' x 2.25". 1 x EMD 16-645E5 total 2,850BHP. Last Overhauled: 8/2004. 138" x 106" 5 blade prop on 11 1/2" shaft. 12,528hrs since last overhaul. Bowthruster 550HP/CAT3412. Bollard Pull: 34ST. Gensets: 2 - 75kW / GM6-71 Lima. Firefighting: Fixed CO2. Quarters: 10 crew. Air Conditioned. Galley. Rounded bilge. Ulstein 360 deg retractable bow thruster CAT3412 diesel powered. Tow pins. "Combi-tug". Originally 1/2" steel hull. 27' height of eye. Keel cooling. 22" aft deck capstan, 2 - 10HP Quincy 340 air compressors. Wabco controls. Working. U.S. West Coast.

File: TG28113 Tug - Twin Screw - 105.0' x 30.0' x 14.6' depth x 12.50' loaded draft. Built in 1975 by Bollinger Machine Shop; Lockport LA. U.S. flag. GRT: 183. ABS + A1 Towing Service + AMS (lapsed), ABS Loadline thru 19 Apr 2014 with Annual overdue April 19, 2010. FO: 66,070g. Winch: Intercon DD-175D Double drum. Dutch Bar. Line Pull: 145ST max. Wire Capacity: 2000' x 2.25". Stern Roller. 2 x CAT 3516 total 2,820BHP. FP 4 blade 100" dia. props. Speed about 8.5-10kn on 80-95gph. Gensets: 2 - 75kW. Quarters: 10 Crew in 5 Cabins. Air Conditioned. Galley. Upper pilot house. Solid rubber rail fendering. U.S. Gulf Coast.

File: TG28112 Tug - Twin Screw - 111.5' x 34.8' x 16.3' depth x 13.12' loaded draft. Built in 2003 by Sibu, Sarawak; Malaysia. Singapore flag. GRT: 427. GL + 110A5 Tug + MC SOLAS. 11m x 9m clear deck. FO: 325m3. FW: 66.3m3. BW: 46m3. Crane: 1 - 2T. Winch & 40T hook. Wire Capacity: 800m x 44mm. 2 x Mitsubishi S12R-MPTK total 2,800BHP. FP Manganese Bronze props in kort nozzles. Range: 10,500nm @ 12kn. Endurance about 36 days. Bollard Pull: 43MT. Speed about 10-12kn. Gensets: 2 - 80kW / Cummins. Firefighting. Quarters: 17 (1-1, 2-2, 3-4). Air Conditioned. Southeast Asia. File: TG28110 Tug - Twin Screw - 110.0' x 31.2' x 16.0' depth x 13.80' loaded draft. Built in 1975 by Halter Marine; Pierre Pt., LA. U.S. flag. GRT: 173. ABS Loadline exp. May 31, 2012. Formerly ABS + A1 class. Winch: Intercon Double drum / GM4-71. Wire Capacity: 2,000' x 2". 2 x CAT 3516 total 2,820BHP. FP / 4 blade stainless props. New M/Es in 1996. New tailshafts in 2000. Gensets: 2 - 99kW / GM6-71. Quarters: 6 cabins / 8 berths. Air Conditioned. Galley. Upper pilothouse. 60' highest fixed point. Reportedly in excellent condition. U.S. Gulf Coast.

File: TG28003 Tug - Single Screw - 110.0' x 28.2' x 13.6' depth x 14.50' loaded draft. Built in 1931 by Pusey & Jones; Wilmington, DE. Rebuilt: 1981. U.S. flag. GRT: 299. FO: 23,676g. Capstan & "H" bitt aft. 1 x Fairbanks Morse 12-38D8-1/8 2,400BHP. 100" x 62" 4 blade stainless prop on 10.2" dia shaft. Bollard Pull: 26.4T. Gensets: 2 - 75kW / GM 6-71. FiFi. Although currently operating, can develop for sale out of competition "as is, where is". Being replaced by new azimuthing tug. Reportedly "gem", with teak decks, brass stem bitt and paint that looks like a new car. Propulsion and auxiliary systems reported in "peak operating" condition. U.S. Gulf Coast.

File: TG27294 Tug - Single Screw - 94.6' x 28.5' x 15.7' depth x 12.80' loaded draft. Built in 1992 by Astilleros Zamakona SA; Spain. Italian flag. GRT: 265. RINA (formerly BV). Continuous Hull Survey due 07/2012. Deadweight: 183mt. Deck Cargo: 50MT on 6m x 8m clear deck. FO: 152m3. Crane: 4,000kg @ 2.0m. Winch: Single drum & tow hook. Wire Capacity: 800m x 44mm. 1 x Bergen KRMB-9 2,727BHP. Kamewa CP prop. Range: 16 days. Bowthruster 250BHP. Bollard Pull: 43MT. Speed about 12-15kn. Pump(s): 1 - 800m3/hr (FiFi). Gensets: 2 - 100kVA / Guascor 50Hz 380v. Firefighting: 2 monitors. Foam 6.7m3. Quarters: 2-1, 4-2 man. Air Conditioned. Galley. Passengers: 4. Dispersant - 6.7m3. Not officially on the market, but we may be able to develop on a private & confidential basis for an "as is, where is" sale. Vessel reportedly in good working condition and trading in spot market. Marcon has sold about six or seven vessel to this owner over the last 15 years. Mediterranean.


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File: TG27127 Icebreaking Tug - Single Screw - 127.0' x 29.8' x 15.7' depth x 16.00' loaded draft. Built in 1964 by Kramer & Booy Koots; Netherlands. Norwegian flag. GRT: 324. FO: 85.5T. Hydraulic tow winch. Wire Capacity: 600m x 5.5" circ. 1 x Ruston 12ATCM 2,760BHP. Kamewa prop. Crank shaft problems. Speed about 15.5 on 10.5Tpd. Pump(s): Salvage: 2,200T/h. Gensets: 2-135kVA/Scania Vabis 380V 50Hz/AC;1-20kW/Pelapone 220V + 1 shaft gen. Reportedly can break solid ice up to 60cm. Welded steel. Need to replace crankshaft or repower. Sale "as is, where is". Hull reportedly "like new". Baltic.

File: TG26149 Tug - Azimuthing - 99.4' x 28.9' x 12.1' depth x 8.52' loaded draft. Built in 1980 by Yokosuka, Kanagawa, Japan. Bahamas flag. GRT: 194. FO: 65m3. Winch: 45T & 40T. 2 x Niigata 6L25BX total 2,600BHP. Niigata ZP props. Bollard Pull: 36MT. Speed about 13.28kn max. Gensets: 2 - 60kVA / Yanmar 4KDL 440v 3ph. Quarters: 7 berths in 4 cabins. Owners interested to sell alone or en-bloc with TG26148 below. Out of class and laid-up. Caribbean.

File: TG26148 Tug - Azimuthing - 100.4' x 28.9' x 14.4' depth x 11.48' loaded draft. Built in 1978 by Yokosuka, Kanagawa, Japan. Bahamas flag. GRT: 200. FO: 31.07m3. FW: Winch: 2 - 45T. 2 x Niigata 6L25BX total 2,600BHP. Niigata ZP props. Bollard Pull: 38MT. Speed about 13.78kn max. Gensets: 2 - 80kVA 220v 60Hz 3ph;1-20kVA. Quarters: 8 berths in 4 cabins. Owners interested to sell alone or en-bloc with TG26149 above. Out of class and laid-up. Caribbean. File: TG26121 / TG25122 / TG25119 Tugs - Twin Screw (3 each) - 91.8' x 26.5' x

13.1' depth x 9.80' loaded draft. Built in 1981 / 1982 / 1982 respectively by Penang Shipbldg. Corp.; Malaysia. Malaysian flag. GRT: 209. BV I Tug, Unrestricted through 22 March 2014. FO: 110MT. FW: 34MT. Winch: Single drum. 2 x Ruston 6AP230M total 2,614BHP. Ulstein 3-blade CP props in kort nozzles. Bollard Pull: 33.8T. Speed about 10-12kn on 5Tpd. Gensets: 2 - 64kW / MWM. Quarters: 12 crew. Open for employment or sale "as is, where is". Further details & class status report available on request from this office. Southeast Asia. File: TG26090 Tug - Twin Screw - 90.0' x 28.0' x 11.6' depth x 11.00' loaded draft. Built in 1977 by Houma Shipbuilders; Houma, LA. U.S. flag. GRT: 203. ABS Loadline LL exp 2011. FO: 56,230g. Winch: Double drum waterfall Smatco. Line Pull: 120,000lb. Wire Capacity: 5,000' x 1.5". Stern Roller. 2 x GM 16V149TI total 2,650BHP. 4 blade 80" dia props in kort nozzles. Bollard Pull: 30T. Speed about 8-10kn on 62gph @ 8kn. Gensets: 2 - 30kW 60Hz. Quarters: 9 in 9 cabins. Galley. Inviting offers. West Africa.

File: TG26073 / TG26072 Tugs - Twin Screw (2 each) - 73.8' x 26.9' x 12.1' depth. Built in 2005 Tuzla, Istanbul, Turkey. Turkish flag. GRT: 156. BV I Tug. Unrestricted Nav. Special Survey due 09/2011. Deadweight: 277mt. FO: 65.5m3. FW: 13.8m3. Winch: Data single drum + tow hook. Wire Capacity: 40mm x 450m. 2 x Cummins KTA38 total 2,600BHP. CP props in kort nozzles. Range: 1,920nm. Bollard Pull: 40T. Speed about 12kn. Gensets: 2 - 90kW / Cummins; 2 - 78kW AC. Firefighting: 300m3 pump; 1 - monitor. Quarters: 6 persons. Mediterranean. Prompt.

File: TG25125 Tug - Twin Screw - 93.6' x 27.3' x 13.2' depth x 9.80' loaded draft. Built in 1982 by Penang Shipbldg. Corp; Malaysia. Malaysian flag. GRT: 209. BV Unrestricted Navigation through 16 April 2014. FO: 110MT. FW: 34MT. Winch: Single drum. 2 x Ruston 6AP230M total 2,580BHP. 3 blade CP props in kort nozzles. Bollard Pull: 33.8T. Speed about 12kn on 5Tpd. Gensets: 2 - 64kW / MWM TD226-6. Quarters: 12 crew. Open for employment or sale "as is, where is". Southeast Asia.

File: TG25000 Tug - Twin Screw - 100.0' x 27.0' x 12.0' depth x 10.50' loaded draft. Built in 1967 by Nolty J. Theriot; Louisiana. Rebuilt: 1985. Bahrain flag. GRT: 196. ABS A-1, AMS. Drydocking due 31 Mar 2010. Deadweight: 350T. FO: 52,000g. Winch: Double drum Intercon DD150/GM4-71. Line Pull: 205,000lb. Wire Capacity: 1,500' 1.5". 2 x GM 16V149TI total 2,560BHP. Fixed Pitch Bronze open props. Bollard Pull: 32T. Speed about 11kn max on 8Tpd. 2" portable diesel driven salvage pump. Gensets: 2 - 60kW / GM6-71. Rebuilt to ABS specifications in 1985. Reduced price. Mid East.

File: TG24127 Tug - Azimuthing - 90.0' x 33.0' x 13.0' depth x 17.00' loaded draft. Built in 1994 Larose, LA. U.S. flag. GRT: 147. ABS +A1 Towing Service, +AMS, Unrestricted. Continuous Hull Survey Due 08/2014. Deadweight: 234lt. FO: 20,000g. FW: 60,000g. BW: 40,000g. Winch: Brattvaag total 3 drums (2 fwd + 1 aft). 2 x CAT 3512DITA total 2,400BHP. Ulstein 800H FP props. @ 65,000lb bollard pull fwd & stern. @ 55,000lb bollard pull side-astern. Bollard Pull: 32.5T. Speed about 12kn free. Gensets: 2 - 150kW / CAT3306. 1 - 3,500gpm monitor. Quarters: 12 in 6 cabins. "As is, where is". U.S. Gulf Coast.


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File: TG24107 Tug - Twin Screw - 95.1' x 28.2' x 13.5' depth x 12.20' loaded draft. Built in 1995 by Ang Sin Lin Shipyard, Singapore. Singapore flag. GRT: 223. ABS. Deadweight: 190T. FO: 195m3. FW: 38m3. Winch: Plimsol Elect. Hyd. 10T. Line Pull: 50T brake. 2 x CAT 3516TA total 2,400BHP. FP 4 blade props. Bollard Pull: 32T. Gensets: 2 - 75kW 415v 50Hz. Quarters: 10 men. Air Conditioned. Southeast Asia. File: TG23085 Tug - Twin Screw - 93.5' x 28.5' x 13.5' depth x 11.00' loaded draft. Built in 1976 by Rysco Shipyard, Blountstown, FL. Rebuilt: 1989. U.S. flag. GRT: 148. Uninspected Coastwise Service. FO: 47,300g. Winch: Markey Double Drum. Wire Capacity: 2,250'x 2" & 1,750'x 2. 2 x CAT D399 total 2,250BHP. Gensets: 2 - 40kW / GM6-71. Quarters: 7 crew. Galley. Wagner hydraulic steering gear. U.S. Northwest. Prompt.

File: TG22134 Tug - Single Screw - 104.5' x 26.5' x 14.6' depth x 12.30' loaded draft. Built in 1974 by Factorias Vulcano, Enrique Lorenzo. Spain flag. GRT: 224. Deadweight: 133T. FO: 97,500L. 1 x MWM TBD-501 2,250BHP. 2,690mm 4-blade prop. Gensets: 2 - 80kVA / CAT 3304 380V 50Hz. 2 - 400m3/h 12kg/mc2 Worthington fire monitors. 6,640 L foam. 6m anti-pollution booms. Currently working in Spanish port where inspectable and deliverable. Keen seller. Mediterranean.

File: TG22132 Tug - Twin Screw - 115.0' x 31.0' x 15.5' depth x 14.10' loaded draft. Built in 1968 by McDermott Shipyard; Amelia, LA. U.S. flag. GRT: 182. Ex-ABS. FO: 102,420g. Winch: Double drum. Intercon with level winder / CAT3304 diesel power. Wire Capacity: 2" x 1800' per drum. 2 x CAT D399TA total 2,250BHP. Last Overhauled: 2009. Fixed Pitch props. Speed about 12kn free. Gensets: 2 - 60kW / CAT3304, 60Hz AC, 3Ph. U.S. Gulf Coast. Prompt.

File: TG22121 Tug - Single Screw - 121.5' x 32.0' x 16.5' depth x 15.50' loaded draft. Built in 1965 by Paceco, Alameda. Rebuilt: 2001. U.S. flag. GRT: 143. Formerly ABS Classed & Loadline, but now under tonnage. FO: 100,000g. Winch: Markey TYSD32 Double Drum. Wire Capacity: 2" x 2,250'. 1 x EMD 16-567D5 2,200BHP. 5 blade stainless steel 121.5" prop. EMD645 Power Packs / New 180BHP bowthruster 2007. Bollard Pull: 30ST. Gensets: 2 - 60kW / CAT3306 (one replaced 2011). Tow pins / stern roller aft. Steel work done on house, under tow winch. New bulwarks & various steel replaced aft. U.S. Northwest. Prompt.

File: TG22120 Tug - Twin Screw - 105.0' x 32.0' x 14.0' depth. Built in 1981 by Theriot - Modec Ent.; Golden Meadow. Rebuilt: 1989. U.S. flag. GRT: 175. ABS +A1 Towing Vessel, +AMS Unrestricted. FO: 70,458g. Winch: Intercon double drum. Wire Capacity: 2 - 2,000’ x 1.75”. 2 x CAT D399 total 2,250BHP. 83" x 84" cast steel props on stainless steel shafts in kort nozzles. Gensets: 2 - 75kW. FiFi. Galley. Reportedly in good operating condition and being replaced by new azimuthing tugs. Highly versatile boat with harbor assist and offshore towing characteristics. For sale out of competition on "as is, where is" basis. U.S. Gulf Coast.

File: TG22117 Tug - Twin Screw - 105.0' x 31.8' x 11.4' depth. Built in 1970 by Halter Marine; New Orleans, LA. U.S. flag. GRT: 192. ABS Loadline thru Mar 2011. FO: 87,930g. Winch: Red Fox double drum waterfall with level wind. Wire Capacity: 2,000' x 1.75"; 1,600' x 2". 2 x CAT 3516 total 3,100BHP. FP 96"x66" 4-blade props. Bollard Pull: 35.7ST. Gensets: 2 - 60kW / GM6-71. Quarters: 6 crew. Air Conditioned. Galley. Also available for charter. Microphor MSD. U.S. Gulf Coast. Prompt.

File: TG22104 Tug - Twin Screw - 100.0' x 30.0' x 14.0' depth x 11.20' light draft. Built in 1978 by Halter Marine. U.S. flag. GRT: 187. ABS A1 AMS Towing Service (Suspended). Deadweight: 177lt. FO: 56,200g. Winch: Double drum waterfall. Line Pull: 225,000lb. Wire Capacity: 3,400' x 2". Stern Roller. 2 x CAT D399TA total 2,250BHP. 4 blade props. Bollard Pull: 54.4T. Speed about 11/13kn on 69gph @ 11kn. Gensets: 2 - 75kW 450v 60Hz. Fifi equipped. Quarters: 9 in 5 cabins. Air Conditioned. Galley. Class suspended. Out of service since mid-2007. West Africa. File: TG22030 Tug - Twin Screw - 100.0' x 30.0' x 14.0' depth x 14.00' loaded draft. Built in 1978 by Halter Marine; New Orleans, LA. U.S. flag. GRT: 187. ABS. International Loadline exp June 2010. FO: 56,000g. Winch: Skagit double drum. Line Pull: 225,000lb. Wire Capacity: 3,400' 2". Stern Roller. 2 x CAT D399TA total 2,250BHP. 4 blade 100"x56" props. 06/10: 1 rebuilt ME recently installed. Speed about 11/13kn on 71-94gph. Gensets: 2 - 75kW/GM6-71. Quarters: 8 in 5 cabins. Air Conditioned. Galley. U.S. Gulf Coast. Prompt.


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File: TG20158 Tug - Single Screw - 109.0' x 31.0' x 16.0' depth x 16.00' loaded draft. Built in 1966 by Marinette, WI. U.S. flag. GRT: 142. FO: 52,000g. FW: 2,500g. Crane: 8T (50' reach). Winch: Almon Johnson Single Drum. Line Pull: 200,000lb. Wire Capacity: 2,600' 2" wire. 1 x Fairbanks Morse 38D8 1/8 2,000BHP. FP 144" 4 blade props. Bollard Pull: 61,000lb. Firefighting: 2,000gpm. AFFF Foam. Owner inviting offers. Line throwing gun, Orville hook. New Tier II gensets installed. New electricals / new upper aluminum house and aft aluminum house. Z-drive bowthruster being installed in tug. Recent refurbishment. No current price ideas but glad to assist further if interested. Working tug. U.S. West Coast.

File: TG20139 Tug - Twin Screw - 122.7' x 24.5' x 13.1' depth x 11.40' loaded draft. Built in 1971 by Imura Shipbuilding Yard. Rebuilt: 2007. South Korean flag. GRT: 337. HBS. 144m2 clear deck. FO: 205m3. FW: 60m3. DW: 140m3. BW: 140m3. Crane: 7T SWL, 14m hydraulic. Winch: Hydraulic 50MT SWL. Stern Roller. 2 x Niigata 6MG25BX total 2,000BHP. Bollard Pull: 22T. Speed about 9-10kn on 2-3MT/d. Fire & GS pump: 70m3/hr. Gensets: 2 - 50kVA 220V 60Hz. Firefighting. Quarters: 8 beds in 7 cabins. Passengers: 9 beds in 4 cabins. Utility / Tug. Far East. File: TG20118 Tug - Twin Screw - 98.4' x 28.2' x 13.5' depth x 11.48' loaded draft. Built in 2005 by Sealink, Malaysia. Malaysian flag. GRT: 255. BV unrestricted. FO: 160MT. FW: 70MT. Winch: 80T @ 25T/min SWL/tow, 1 - Capstan. Wire Capacity: 40mm x 600m. 2 x CAT 3508 total 2,000BHP. Bollard Pull: 25T. Speed about 12kn. Gensets: 2 - 80kW 415/3/50. C02 system. Quarters: 14 in 4 cabins. Air Conditioned. 30 day endurance. Southeast Asia.

File: TG20109 Tug - Single Screw - 108.5' x 29.0' x 16.3' depth x 13.65' loaded draft. Built in 1965 by Marinette Marine; Marinette, WI. U.S. flag. GRT: 147. Built to ABS specs. Refurbished 2001. Last drydocked Feb '07. FO: 63,000g. Winch: Swain single drum 6-71. Wire Capacity: 2,800' of 1 3/4" wire. 1 x Fairbanks Morse 38D8-1/8 2,000BHP. 144' x 112" 4 blade stainless prop. Wesmar 24" 125HP dual prop thruster. Heat exchange cooling. Bollard Pull: 30.5T. Speed about 12kn free on 80gph. 100gpm bilge & ballast pumps @ 35 psi. Gensets: 2 - 75kW / GM6-71 208vAC 60Hz. Firefighting: GM6-71, 2,000gpm fire pump. Quarters: 6 in 2 stateroom. Air Conditioned. Very keen seller – try all reasonable outright cash.

Marcon sold to present Owners. Ex-US Navy YTB-780 Tug. Welded steel single chine. Hydraulic tow pins. 6 man liferaft. Drydocked 2007 - hull sand blasted, painted, new zincs. Fuel and water tanks meticulously cleaned. Many recent maintenance items addressed with upgrades. Very good, turn key condition. Also interested in time charter. U.S. West Coast. Prompt. File: TG20096 Tug - Twin Screw - 95.8' x 28.0' x 14.5' depth x 11.25' loaded draft. Built in 1982 by Mipe: Singapore. Singapore flag. GRT: 242. ABS + A1 Towing Service + AMS. FO: 125T. FW: 20T. Winch: Single drum. Line Pull: 25T @ 5m/m. Wire Capacity: 550m x 44mm. Stern Roller. 2 x Stork Werkspoor 6FFHD240 total 2,160BHP. Kort nozzles. Endurance 24 days at 75 percent. 6,300nm range. Bollard Pull: 27T. Speed about 11knots on 6.5Tpd. Gensets: 2 - 75KW / GM4-71N 415vAC. Quarters: 12 men. Towmaster design nozzles with 6 blade rudders. Keen seller. Southeast Asia.

File: TG20094 Tug - Single Screw - 94.0' x 25.0' x 12.5' depth x 12.50' loaded draft. Built in 1942 by Ira S. Bushey & Sons; Brooklyn, NY. Rebuilt: 1981. U.S. flag. GRT: 173. 1 x EMD 16-567CE2 1,800BHP. 5-blade stainless 88" x 57" prop. Bollard Pull: 19mt. FiFi. Quarters: 5 berths. Harbor tug. Skipper steering system. Reportedly good condition. Height of eye 20'. Sale "as is, where is". U.S. Gulf Coast.

File: TG20092 Tug - Twin Screw - 88.6' x 29.5' x 14.1' depth. Built in 2008 by Greek Shipyard. Greek flag. GRT: 216. Russian Maritime Register. Hull survey 12/2014. 2 x Cummins KTA38-M total 2,000BHP. Bollard Pull: 27T. Salvage tug. Mediterranean.

File: TG20071 Tug - Twin Screw - 95.1' x 28.2' x 13.5' depth x 11.15' loaded draft. Built in 2004 by Lingco Shipbuilding, Singapore. Singapore flag. GRT: 247. NKK NS (Tug) MNS. Deadweight: 232T. 12m2 clear deck. FO: 170T. FW: 50T. Winch: 25T, 50T brake. 2 x Mitsubishi SR-2MPTK2 total 2,062BHP. FP props. Speed about 11kn. Gensets: 2 - 28kW / Yanmar; 1 - 78kW / CAT. Quarters: 10 (2-1, 1-8). Southeast Asia. Prompt.

File: TG20062 Tug - Twin Screw - 88.6' x 29.5' x 14.1' depth. Built in 2008 by Greek Shipyard. Greek flag. GRT: 216. 2 x Cummins KTA38-M1 total 2,000BHP. FP props. Bollard Pull: 27T. Mediterranean. Prompt.


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File: TG19096 Multicat - Triple Screw - 91.8' x 41.0' x 12.0' depth x 7.50' loaded draft. Built in 2007 by Gebr. Kooiman BV; Netherlands. Netherlands flag. GRT: 297. BVI + Hull, Mach Tug Unrestricted Nav AUT-UMS. Special survey due 02/2012. Deadweight: 244mt. 215m3 clear deck. Deck Load: 10MT/m2. FO: 148m3. FW: 60m3. BW: 52m3. Crane: 2 - HS Marine 20MT @ 13m. Winch: Hydraulic anchor handling / towing forward / aft. Line Pull: 100 / 40MT. Wire Capacity: 100m 56mm / 600m 36mm. 3 x Cummins KTA19M3 total 1,920BHP. 3 - 1,550mm FP props on C45 steel shafts. Kort nozzles. 1 - Cummins KTA-19M3 for hydraulics. Bowthruster 350HP. Bollard Pull: 29MT. Speed about 11kn. 50m3/h FO & FW transfer pumps including transfer hoses on reels & indicators. Gensets: 2 - 80kVA / Cummins 220/380vAC 50Hz + shore power. Quarters: 7 in 4 cabins. Air

Conditioned. Galley. Unique, custom multipurpose support vessel with special characteristics & capacities. Shallow draft. Fully fendered. Four push knees forward and two aft. 360deg hydraulically driven retractable thruster. Triple rudders with max rudder angle of 2 x 70 degrees. Heavily constructed 150 tonne SWL bow and stern rollers. Two 8T tugger winches with 75m 20mm wire. Two hydraulic 150 tonnes SWL guide pins. 15MT SWL Mampaey tow hook. Two 600mm x 15m long spuds. 1,000mm diameter moonpool. Cranes remotely operated. Store room / workshop. Also open for charter. Mid East. Mid-April 2011. File: TG19083 Tug - Single Screw - 83.6' x 23.0' x 11.3' depth. Built in 1965 by Charles D. Holmes & Co. Ltd; UK. Foreign flag. GRT: 142. 1 x Sulzer total 1,960BHP. FP prop. Bollard Pull: 26T. Speed about 13kn. Mediterranean. Prompt.

File: TG19067 Tug - Twin Screw - 60.0' x 23.0' x 9.5' depth x 9.84' loaded draft. Built in 1999. GRT: 74. Bureau Veritas I 3/3E, Tug Coastal Waters. FO: 20,000L. Hyd. capstan: Mampaey tow hook 30mT SWL. 2 x CAT 3508TA total 1,920BHP. 4 blade fixed 1,700mm Cu-Ni-Al props in kort nozzles. Rexroth pneumatic control system. Bollard Pull: 30MT. Gensets: 1 - 37kVA / Perkins. 1 - 200m3/h water/foam monitor. Quarters: 3 crew. 142L reefer capacity. Designed by Robert Allan, Ltd., Canada. Very maneuverable. 4 - Jastram high aspect flap 45 deg rudders. Steel hull & aluminum house. May be developed for sale or charter. Mediterranean.

File: TG19065 Tug - Twin Screw - 65.0' x 23.0' x 11.0' depth. Built in 1977 by Jones Tug & Barge; Long Beach, CA. U.S. flag. GRT: 95. FO: 19,500g. Winch: Markey hydraulic double drum with cat head. Wire Capacity: 1½" x 1,500'. 2 x GM 12V149 total 1,350BHP. Last Overhauled: 11/93. 59" x 59" 4 blade Kaplan props on 5.5" shafts. Stainless steel korts. Keel cooled. Speed about 10kn. Gensets: 2-30kW Lima / GM6-71 and GM4-71. Quarters: 4. Fully fendered. 2 cat heads, 2 anchor gypsies & wire drum on bow. Reportedly excellent condition. U.S. Northwest. File: TG19057 Tug - Twin Screw - 60.0' x 21.9' x 9.8' depth x 9.54' loaded draft. Built in 2001. Turkish flag. GRT: 78. Turkish Lloyd. Light Disp.: 110T. FO: 27m3. Tow hook. 2 x CAT 3508 total 1,920BHP. CP props. M/E hours as of 31 Dec 2010 6,800h. Bollard Pull: 27T. Firefighting: Pump 200m3 with one monitor. Foam tank 1m3. Quarters: 4 crew berths. Mediterranean.

File: TG18125 Tug - Single Screw - 102.2' x 27.4' x 14.4' depth x 11.51' loaded draft. Built in 1970 by Ardeag. Spain flag. GRT: 221. Offshore Class Spanish Register. Deadweight: 175mt. FO: 82T. FW: 60T. Wire Capacity: 70m. 1 x Deutz SBV8M628 1,800BHP. Last Overhauled: New M/E 1990. Bollard Pull: 27T. At last annual drydock EURO 80,000 spent on last rebuild. Mediterranean.

File: TG18110 Tug - Twin Screw - 90.0' x 24.0' x 11.9' depth. Built in 1948 by Alexander Shipyards, Inc; LA, USA. Rebuilt: 2009. Foreign flag. GRT: 185. 2 x GM 16V149TI total 1,800BHP. FP props. Keel Coolers. 2 - GM powered gensets. Air Conditioned. Galley. Rebuilt at owner's shipyard. Caribbean.

File: TG18000 Tug - Twin Screw - 85.0' x 24.0' x 8.5' depth x 10.00' loaded draft. Built in 1961 by Equitable Equip; Madisonville, LA. Rebuilt: 1993. U.S. flag. GRT: 148. No loadline. FO: 18,000g. 18" vertical capstan. Winch: Markey. Wire Capacity: 1,800' x 1 1/2". Stern Roller. 2 x CAT 3512 total 2,400BHP. 4 blade SS 65" x 72" props on 5.15" shafts. New 1993. Gensets: 1-55kW/CAT3004, 1-30kW/CAT330. Single deck model bow tug. 2 level deckhouse. Major refitting 1992. Sold to current Owner through Marcon. U.S. East Coast.

File: TG17080 Tug - Twin Screw - 80.0' x 26.0' x 9.7' depth. Built in 1971 by Albina Eng & Mach; Portland, OR. Rebuilt: 2008. U.S. flag. GRT: 98. FO: 22,000g. Winch: Hydraulic Almon Johnson with 600' x 1.75" underider. Wire Capacity: 2,000' x 1.75" new 2009. Stern Roller. 2 x CAT 3508BDITA total 2,200BHP. Last Overhauled: 2008. 5 blade props on 8" stainless steel shafts. Tier II EPA Certified M/E. Bollard Pull: 26T. Gensets: 90kW / CATC4.4. Galley. Good condition and well maintained. New hydraulic package 2008, keel coolers, etc. Towing pins. Tugger. Went through Carl Moyer repower and major refit in 2008. Seller will consider sale or charter. Try BBC. U.S. West Coast.


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File: TG17079 Tug - Single Screw - 79.3' x 26.8' x 14.0' depth x 13.40' loaded draft. Built in 1977 by AB Asi-Verken, Amal. Danish flag. GRT: 124. LR + 100A1 + LMC. Ice Class 1. Coastal Trade. Tow hook & polypropylene. 1 x Alpha 12V23LVO 1,715BHP. CP prop. Bollard Pull: 18.5T. Speed about 13kn free. Gensets: 2 - 88kW / Saab 390v 50HzAC. Quarters: 3 persons. Call for guidance on sale or charter. Northern Europe. Prompt.

File: TG16132 Tug - Single Screw - 90.0' x 26.8' x 10.5' depth x 7.00' loaded draft. Built in 1967 by Bludworth Shipyard, Inc; Houston, TX. Rebuilt: 1987. U.S. flag. GRT: 138. FO: 30,054g. Winch: Hydraulic capstan portside aft. 1 x EMD 16-645CL 1,700BHP. Last Overhauled: 1987. 4-blade stainless 96" x 66" prop on 11.5" shaft. Repowered 1987. 35" pneumatic clutch. Bollard Pull: 37,400lb. Gensets: 2 - 60kW / GM6-71 208vAC 60Hz. Fire pump with 100gpm monitor on deck behind wheelhouse. Quarters: 7 berths in 4 cabins. Air Conditioned. Galley. Harbor tug. Air draft 41'. U.S. Gulf Coast. Prompt.

File: TG15092 Tug - Twin Screw - 95.5' x 29.0' x 13.0' depth x 12.00' loaded draft. Built in 1966 by Equitable Equip.; Madisonville, LA. U.S. flag. GRT: 191. ABS +A1 Towing Unrestricted. Last drydocked 2010 with class renewed. FO: 35,000g. Winch: 40HP electric Markey single drum. Wire Capacity: 1,500'. Stern Roller. 2 x CAT D398A total 1,530BHP. 90" x 62" fixed pitch props. Bollard Pull: 25ST. Gensets: 2 - 40kW / CAT D320 60 Hz 3Ph. Quarters: 7 berths. Air Conditioned. Galley. 3 tow pins & hold-down. Forward electric capstan & H-bitt. Reportedly in good condition. Sold to present owners by Marcon. Caribbean.

File: TG14580 Tug - Twin Screw - 80.0' x 22.0' x 7.1' depth. Built in 1970 by Pacific Towboat, Long Beach, CA. U.S. flag. GRT: 99. FO: 26,310g. Winch: Single. Wire Capacity: 1,800' x 1.75". 2 x CAT D348 total 1,450BHP. FP 72" x 46" props. Genset(s): Perkins 6-354. Quarters: 6 bunks. U.S. West Coast. File: TG14100 / TG14096 Multicats - Twin Screw (2 each) - 91.8' x 36.1' x 8.20' loaded draft. Built in 2010. Singapore flag. GRT: 231. GL. Deck Load: 10MT/m2. Crane: Fassi 98.20MT marine grade. A-Frame: hydraulic. Winch: Single Drum 25T. 2 x CAT total 1,440BHP. Gensets: CAT powered. Air Conditioned. Galley. Shallow draft design. Draft only 4.9' with 50% liquid capacity. Far East. 3rd Quarter 2011.

File: TG14073 Tug - Twin Screw - 75.0' x 25.0' x 10.0' depth x 9.00' loaded draft. Built in 1996 by Russell Portier; Chauvin, LA. Rebuilt: 2003. U.S. flag. GRT: 117. FO: 26,000g. Winch: Beco DS-50 "Workhorse". Line Pull: 80,000lb. Wire Capacity: 1,800' x 1.5" (2). 2 x CAT 3412D total 1,440BHP. Fixed pitch 82" x 60" props on 6" shafts. Fitted with stern controls. Speed about 12kn max. Gensets: 2 - 40kW Delco / GM4-71. Quarters: 5 berths in 3 cabins. Air Conditioned. Galley. Hull built by Portier, LA in 1995 & vessel completed at Bollingers in 1996. For sale out of competition. Working but can be developed. U.S. Gulf Coast.

File: TG13092 Tug - Tractor - 84.0' x 24.7' x 9.8' depth x 14.40' loaded draft. Built in 1970 by Jadewerft, Germany. Italian flag. GRT: 143. RINA. FO: 36.4m3. FW: 28.0m3. BW: 18.0m3. 1-3T tugger, 2 tow hooks. 1 x Deutz SBV8M545 1,320BHP. Last Overhauled: 03/92. Voith Schneider 30G/185A5 prop. Bollard Pull: 15MT. Speed about abt. 12kn. Gensets: 1 - 25kW / aux & 1 - 25kW / shaft. Reportedly in good working condition and currently trading in spot market. Marcon has sold 6 or 7 boats to this owner over the last 15 years. Mediterranean.

File: TG13069 Tug - Twin Screw - 73.0' x 24.0' x 9.8' depth. Built in 1979 by Service Machine, LA. Rebuilt: 2008. U.S. flag. GRT: 116. FO: 27,000g. Winch: Smatco Single Drum, Pendant Drum & capstan Markey hyd. Stern Roller. 2 x Cummins QSK19M total 1,320BHP. Last Overhauled: 2008. 61" x 54" 4 blade props on 6" shafts. Kort nozzles. Repowered 2008 / Tier II (=200hrs in Nov 2009). Speed about 9kn free on 1,200gpd. Gensets: 2 - 30kW / Northern lights new in 2008. Quarters: 2-4, 1-2 man. Air Conditioned. Galley. New MSD system, Northern Lights hydraulic power pack in 2008, new tow pin assembly, reportedly in very good condition. Seller prefers sale outside of Northern California. U.S. West Coast.

File: TG12355 Tug - Twin Screw - 55.0' x 17.4' x 9.5' depth x 6.90' loaded draft. Built in 2001 by Blount/Barker Shipyard. U.S. flag. GRT: 63. FO: 10,600L. 2 - Hyd Pullmaster winches. 2 x CAT 3412 total 1,230BHP. 4 blade fixed 1,270mm dia props. Bollard Pull: 8.6T. Gensets: 1-32kW/Northern Lights. EMD Griswold HL 3"x2" fire pump. Model bow harbor tug, square pusher bow with 14' push knees. Open bow, well fendered. Can be shipped overland with house removed, on an "oversized load" basis. For sale outside of So. California. 2009 Survey on file. U.S. West Coast. Prompt.


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File: TG12084 Tug - Twin Screw - 77.1' x 8.90' loaded draft. Built in 2010 by Southeast Asian Shipyard. Malaysian flag. NKK Unrestricted. FO: 82m3. FW: 25m3. 20T quick release tow hook. 2 x Cummins KTA 19M3 total 1,280BHP. Speed about 10kn free. Gensets: 2 - 25kW / Yanmar. Quarters: 10 crew. Air Conditioned. Galley. Southeast Asia. 30 days. File: TG12082 Tug - Twin Screw - 80.0' x 24.0' x 9.5' depth x 8.50' loaded draft. Built in 1966 by S.B.A. Shipyards; Jennings, LA. Rebuilt: 2003. U.S. flag. GRT: 145. FO: 25,000g. Winch: Hydraulic single drum. Line Pull: 75,000lbs. Wire Capacity: 2,000' x 1.25". 2 x Cummins KTA 19-M4 total 1,280BHP. Fixed pitch 72" X 76" props on 6" shafts. Replaced original GM 16V92s with new Cummins engines. Fitted with stern controls. Gensets: 2 - 30kW / GM 371. Quarters: 6 berths in 3 cabins. Air Conditioned. Galley. Model bow tug with upper pilothouse with 34' height of eye. For sale out of competition. Working vessel but can be developed for sale. U.S. Gulf Coast. File: TG12069 Tug - Twin Screw - 75.0' x 24.1' x 11.0' depth x 8.00' loaded draft. Built in 1980 by LAD Construction, LA. U.S. flag. GRT: 98. FO: 33,200g. Winch: Single Drum. Line Pull: 60,000lb. Wire Capacity: 1,200'/800' 1.25". 2 x GM 16V92 total 1,200BHP. 60"x56" 4 blade stainless props on 6" Stainless shafts. Bollard Pull: 15.75T. Gensets: 2-40kw/GM4-71 208vAC 3Ph, 60Hz. Quarters: 5 berths in 3 cabins. Galley. Vessel working. U.S. West Coast.

File: TG11107 Tug - Single Screw - 92.8' x 25.3' x 11.3' depth x 10.20' loaded draft. Built in 1931 by Norderwerft AG; Hamburg, Germany. Rebuilt: 2009. German flag. GRT: 128. GL + 100A5 K (E) Tug + MC. Continuous Hull Survey due 07/2014. FO: 20T. FW: 30T. Winch: Hydraulic aft. 1 x Deutz RBV8M545 1,100BHP. Fixed Pitch prop. Main engine mfg. 1958. Gear & engine completely rebuilt 2009. Bollard Pull: 17T. Speed about 11kn service. Gensets: 2 - 40kVA Newage / Deutz 400/230vAC 50Hz. Former steel hull FS Ice Class II pilot boat converted to tug and fitted with new radio and navigation equipment. New pilothouse and tug widened in 1967-1968. Europe. Prompt.

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File: TG11084 Tug - Single Screw - 84.0' x 21.5' x 10.8' depth x 8.70' loaded draft. Built in 1951 by B&W Shipyard; Copenhagen. Danish flag. GRT: 98. Lloyds. +100A1. Ice Class II. Coastal Trade. 1 x B&W 8V23LVO 1,160BHP. CP props. M/E new '75. Bollard Pull: 12.6T. Speed about 11.5kn. Firefighting: Fifi. Northern Europe.

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File: TG10071 Tug - Twin Screw - 69.0' x 26.0' x 9.5' depth. Built in 1980 by Coastal Pilots; Providence, RI. U.S. flag. GRT: 97. FO: 22,000g. BW: 12,000g. Crane: hydraulic / telescoping boom. Winch: Bevis hydraulic single drum. 2 tow pins. Wire Capacity: 1,800' 1.5". Stern Roller. 2 x CAT 3412TA total 1,040BHP. Last Overhauled: 1991. 65" x 56" 4 blade stainless props on 5.25" Stainless shafts in kort nozzles. Gensets: 1-30KW, 1-20KW (Perkins & GM3-71). U.S. Northwest.

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File: TG09047 Tug - Twin Screw - 47.3' x 14.4' x 8.0' depth. Built in 1960 by John J. Reich-Elizabeth, NJ. Rebuilt: 2005. U.S. flag. GRT: 32. FO: 2,500g. Winch: Single Drum hydraulic / soft line. 2 x GM Series 60 total 950BHP. 52"x34" bronze 3-blade props on 4" stainless steel shafts. Gensets: 1 - 20kW, Northern Lights. Galley. 1/2" hull and deck plating. Keel coolers. Aft steering station. Engines regularly serviced, good condition and well maintained. U.S. West Coast.

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File: TG08060 Tug - Single Screw - 65.0' x 19.5' x 8.5' depth. Built in 1954 by John E. Matton & Sons. Rebuilt: 2010. U.S. flag. GRT: 72. FO: 6,000g. 1 x CAT total 850BHP. 72" x 60" 4 blade @ 300RPM prop. Gensets: 1 - 40kW; 1 - 21kW Marine Kubota. CO2 suppression system. in engine room. 65' US Army tug ST. Modernized in 2010. Keel coolers. U.S. Northeast.

File: TG08055 Tug - Twin Screw - 55.0' x 17.9' x 6.5' depth x 6.25' loaded draft. Built in 1957 by Glaser Const Delcambre, Los Angeles. Rebuilt: 2006. U.S. flag. GRT: 61. FO: 11,000g. Winch: Single drum. Line Pull: 9T. Wire Capacity: 1,200' x 1.25". 2 x GM Series 60 total 950BHP. Last Overhauled: 2006. 51"x44" 4blade bronze props on 4.5" stainless steel shafts. Low hours / Tier II EPA Rating. Gensets: 2-20kW/GM2-71. Quarters: 9 crew. Model bow. 2-Patterson Electric barge winches. Non compete clause for local market. Repowered and extensively refurbished in 2006. U.S. West Coast.

File: TG07474 Tug - Twin Screw - 74.9' x 19.7' x 11.8' depth. Built in 1966 by Smedvik Mek Verksted; Norway. GRT: 81. DNV +1A1 R 280 Ice "C". Towing Hook. 2 x GM total 745BHP. CP props. Speed about 11kn. Gensets: 2 - 48kW / GM2-71. Former guard ship. Northern Europe. File: TG07060 Tug - Twin Screw - 60.0' x 21.0' x 7.0' depth x 7.00' loaded draft. Built in 1956, Cut Off, LA. Rebuilt: 2002. U.S. flag. GRT: 75. FO: 17,000g. Winch: Bow Winches. 2 x GM 12V71 total 680BHP. 60" x 48" props on 5" shafts. Speed about 10mph. Gensets: 2 - 50kW / GM 3-71 210/110v AC. Quarters: 3 double berths in 2 rooms. Air Conditioned. Galley. Vessel extensively rebuilt with new bottom & all machinery new or overhauled, etc. in 2002. U.S. Gulf Coast.


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File: TG07054 Tug - Single Screw - 59.7' x 15.3' x 8.5' depth x 8.20' loaded draft. Built in 1960 by Burmeister & Wain SY; Copenhagen. GRT: 40. Danish Maritime Authorities Coastal Trade. Tow hook & polypropylene line. 1 x CAT 3412 650BHP. FP prop. Main engine installed 1994. Bollard Pull: 6-7mt. Speed about 10kn max. Gensets: 2 new diesel auxiliaries & AC power in 1994. Quarters: 4 persons. Try offers. Northern Europe.

File: TG06880 Tug - Twin Screw - 80.6' x 21.2' x 9.6' depth x 5.30' loaded draft. Built in 1954 by Olson Shipyard; Chicago, IL. U.S. flag. GRT: 137. Last drydocked in 1999. FO: 25,350g. Winch: E-2000 March new in 2,000. Wire Capacity: 1,200' x 1.25". 2 x CAT 3406 total 730BHP. Last Overhauled: 2002. 36" x 18" 3 blade stainless props in kort nozzles. Gensets: 2 - 30kW / GM2-71 120/209v. Quarters: 5 in 3 cabins. Galley. Shallow draft tug with push knees forward. Deckhouse located amid-ships. Height of eye: 25'. M/Es new & Kort nozzles installed 2002 & new push knees and general refurbishment. Stored out of water. U.S. Northwest. Prompt.

File: TG04549 Tug - Twin Screw - 49.0' x 16.4' x 5.20' loaded draft. Built in 2011 in Turkey. Turkish Lloyd. FO: 11.49m3. 2 x Cummins QSM11 total 455BHP. 1,300mm dia. props. Bowthruster 50HP. Speed about 10-12kn. Gensets: 1 - 95kW / Cummins 6BTA. Quarters: 3 crew. One unit is prompt available ex yard; further sisters with a 6 month lead time. Mediterranean. Prompt. File: TG04243 Tug - Single Screw - 43.1' x 14.1' x 5.7' depth. Built in 1965 by Coos Bay, OR. U.S. flag. Hydraulic Tow Winch. 1 x CAT D353TA total 425BHP. 4 - blade stainless 58"x42" props. Rebuilt engine 2008. Quincy air compressor. Bilge pump. Keel cooled. Steel rudder. Clad push knees. In working condition. U.S. Northwest.

File: TG04054 Tug - Twin Screw - 53.8' x 17.1' x 7.9' depth x 6.56' loaded draft. Built in 1958 by J.S. Manly; New Westminster, BC. Rebuilt: 1992. Canadian flag. GRT: 56. Transport Canada. FO: 13.5m3. Winch: Swan, single drum. Wire Capacity: 396m of 22.2m. Stern Roller. 2 x Gardner 8L3 total 450BHP. Bollard Pull: 7T. Speed about 7kn on 1.7Tpd. Gensets: 2 - 40kW Isuzu. Quarters: 5 total. Galley. Special purpose shallow draft tug. Tow pins. Push knees. Used primarily for pushing / towing DB16147. Can be sold separately or en-bloc with barge DB16147. Canada West Coast.

File: TG04049 Tug - Twin Screw - 47.0' x 15.7' x 6.60' loaded draft. Built in 1967 by Mangone Shipbuilding. U.S. flag. GRT: 37. Last drydocked 2006. FO: 3,800g. Winch: 4 - 20T manual. 2 x GM 6-71 total 360BHP. 40" x 29" 4 blade props. Speed about 7.5kn. Gensets: 2 - 20kW; 2 - 53, 220 / 110. Fixed fire detection system. Quarters: 2 berths. Galley. Model bow tug. Single push knee. Rebuilt gears, new propeller blades, fire detection system and upgraded galley and electronics in 2007. Vessel reported in excellent condition for age. Height of eye 19'. 2006 audio gauges & drydocking photos on request. U.S. East Coast. Prompt. File: TG04045 Tug - Single Screw - 45.0' x 15.0' x 6.0' depth. Built in 1945 by Sturgeon Bay Shipbuilding. U.S. flag. FO: 800g. H-Bitt on stern with 2 electric winches aft. 1 x GM 6-110 450BHP. 3,000 watt inverter. Monitor 500gpm. Day bunk. Single screw tug with 150HP Z-drive forward (CAT3304). Fly bridge, chart plotter. Top sides painted in 2008. Maneuverable, good working boat. U.S. Northwest.

File: TG03637 Tug - Single Screw - 40.0' x 11.3' x 4.1' depth x 4.50' loaded draft. Built in 1950 by G.M. Nichols; Hood River, OR. U.S. flag. GRT: 12. FO: 900g. Winch: hydraulic. 1 x CAT D343 total 365BHP. 48" x 30" - 4 blade stainless steel prop on 3 1/2" stainless steel shaft. Galley. Welded Steel hull, Raised Aluminum pilothouse. 1/4" hull, and deck plate. Tow Gear, hydraulic winch, Tow Bitts. Lifting eyes. Truckable. Additional engine and cradle available. U.S. West Coast. Prompt.

File: TG02515 Tug - Single Screw - 43.6' x 15.0' x 4.6' depth. Built in 1977. U.S. flag. 1 x CAT D343S total 250BHP. 4 blade bronze 52" x 40" prop. U.S. West Coast. File: TG01632 Tug - Single Screw - 36.0' x 11.3' x 4.0' depth x 4.00' loaded draft. Built in 1958 by Houma, LA. U.S. flag. GRT: 10. Last drydocked Summer 2008. FO: 400g. FW: 130g. Steel "H" bitt aft. 1 x GM 6-71 165BHP. 4 blade 30" x 30" RH prop on 2” stainless shaft. Engine & transmission overhauled 08/98. Speed about 10kn free. Pump(s): 2-115v 1" submersible +2" Honda gas driven. Wood hull. Full electronics. Fully fendered. Can be delivered via truck & trailer. Working daily. Needs some minor work on overhead in engine area. 2001 survey available upon request. U.S. West Coast. Prompt.

File: TG01042 Tug - Single Screw - 42.0' x 12.0' x 4.5' depth. Built in 1961 by Hans Hyansen. U.S. flag. GRT: 12. 1 x GM 6-71 180BHP. Tug / workboat with "H" bitt aft. U.S. Northeast.

File: TG01025 Tug - Single Screw - 25.7' x 8.5' x 3.70' draft. Deadweight: 2T. 1 x John Deere 4045 120BHP. 26" fixed prop. Stainless steel shaft. Speed about 7kn. Open workboat. Europe.


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Featured AHTSs Direct From Owners File: SU24668 – DP AHTS - 246.0' x 52.5' x 24.6' depth x 20.00' loaded draft. Built in 2010 by Chinese Shipyard. Singapore flag. ABS + A1 (E) OSV AH, Towing Vessel, FiFi 1 + AMS, ACCU + DP-2. Deadweight: 2,500mt. Deck Cargo: 800MT on @500m2 clear deck. FO: 850m3. FW: 355m3. DW: 1,330m3. Dry Bulk: 226m3. Crane: 1 - 5T @ 12m. Winch: elec/hyd double drum Zicom. Wire Capacity: 2 - 1,500m 64mm. Stern Roller. 2 x Wartsila 8L26 total 7,295BHP. CP props in kort nozzles. Bowthruster 2 - 10T. Dynamic Positioning. Bollard Pull: 90MT. Speed about 10/14kn on 12/19m3/d. Gensets: 2 - 1,500kW / shaft; 2 - 380kW; 1 -

94kW 415vAC 3Ph 50Hz. Firefighting: 2 - 500m3/hr pumps; 2 - 1,200m3/hr monitors. Quarters: 40 in 8-1 & 16-2 berths. Air Conditioned. Linepull: 35T @ 0-23m/min. Fire: FiFi-1. 2 - 1,500m3/hr pumps; 1,200m3/hr water & 300/1,200m3/hr water / foam monitors. DP-2 75m AHTS. Foam / detergent 10m3 / 10m3. 2 - 10T tuggers. 300T SWL Zicom jaws. 2 elec / hyd Zicom tow pins. Storage reel. Hospital. Direct from Chinese yard for whom Marcon has sold other newbuildings. Far East. May/June 2011. File: SU24651 - AHTS - 246.0' x 55.1' x 24.6' depth. Built in 2008 by Singapore. ABS. Deadweight: 4,140T. 2 x Wartsila total 12,236BHP. CP props. Bollard Pull: 140MT. Southeast Asia. File: SU23045 / SU23047- AHTSs (2 each) - 230.0' x 45.0' x 23.0' depth x 20.56' loaded draft. Built in 1975 / 1976 by Elsflether Werft; Germany. Belize flag. GL 100A5 E3, SOLAS-II-2,REG.19. Deadweight: 1,353T. 108' x 36' clear deck. Liq. Mud: 2,138BBL. 2 x MAK 8M551 total 9,460BHP. CP props. Bowthruster 1 - 976BHP. Speed about 15.5 kn on 17.5Tpd. Gensets: 2 - 350kW; 1 - 150kW 220/380vAC 50Hz. FiFi. Quarters: 20. Sale strictly "as is, where is" out of competition. Caribbean. File: SU22941 – DP AHTS - 229.8' x 52.5' x 23.6' depth x 20.00' loaded draft. Built in 2010 by Indonesia shipyard. Singapore flag. ABS +A1 (E) OSV, AH, Towing Vessel, FiFi 1, +AMS, +DPS-2. Deadweight: 2,200T. Cargo: 600MT on 500m2 deck. FO: 1,000m3. FW: 600m3. DW: 400m3. BW: 400m3. Dry Bulk: 200m3. Liq. Mud: 640m3. Crane: 2.2MT @ 12.2m. Winch: 250MT brake double drum; 2 - 12MT tugger. Line Pull: 200MT. Stern Roller. 2 x Wartsila total 8,160BHP. 2 - CP Wartsila Lips props in kort nozzles. 1 - Stern Thruster (Kawasaki 8T); Fuel: MGO. Bowthruster 2 - 8T CPP. Dynamic Positioning. Bollard Pull: 100MT. Speed about 12-13.5kn on 24-30MT/d. Pump(s): 2 - 1,700m3/hr fire. Gensets: 2 - 370kW / CAT 440v 60Hz 3ph; 1 - 58kW / CAT. Firefighting: FiFi 1: Monitors: water/foam - 1 300-1.200m3/hr. Quarters: 42 (4-1, 17-2, 1-4). Air Conditioned. Galley. Southeast Asia. File: SU22933 - AHTS - 229.8' x 55.8' x 24.6' depth x 20.00' loaded draft. Built in 2010 by Singapore Shipyard. GRT: 2,744. ABS. Deadweight: 2,700mt. 2 x MAK 8M32C total 8,000BHP. FP props. Bowthruster 2x. Bollard Pull: 100MT. Southeast Asia. File: SU22932 - AHTS - 231.2' x 54.4' x 23.6' depth x 14.80' loaded draft1. Built in 2010 by Tongfang Jiangxin Shipbldg, China. Singapore flag. ABS. Deadweight: 2,450mt. 2 x Niigata 8MG28 total 8,000BHP. Azimuthing props. Bollard Pull: 100MT. Far East. File: SU22254 - AHTS - 222.6' x 51.1' x 24.4' depth x 21.10' loaded draft. Built in 1984 by Daedong Shipbuilding; Busan, Korea. Vanuatu flag. GL +100A5, (E) Supply Vessel Tug Ice 1C. Deadweight: 2,020T. 122'x42' clear deck. Deck Load: 8MT/m2. Crane: Fitted. Winch: Pusnes Triple Drum WF. Stern Roller. 4 x Wichmann 7AXAG total 12,320BHP. Hjelset CP 133.8" props in kort nozzles. 2 bow & 1 stern thrusters. Bollard Pull: 132T. Speed about 16kn. Gensets: 2 – 1,415kW; 2 - 302kW / Mercedes; 1 - 120kW / Mercedes. Firefighting. For sale only out of competition and strictly "as is, where is". Caribbean. File: SU22080 – DP AHTS - 220.8' x 55.8' x 21.3' depth. Malaysian flag. ABS +A1 +AMS (E) +ABCU, DPS2, SOLAS. Deadweight: 1,500mt. Cargo: 500MT on 462m2 deck. FO: 850m3. FW: 510m3. DW: 250m3. Dry Bulk: 200m3 in 4 tanks. Liq. Mud: 200m3. Winch: 1 - Double Drum Elec/hyd AH 250MT brake. Line Pull: 180MT. Stern Roller. 2 x Yanmar total 6,960BHP. 2 - CP 4 blade props in kort nozzles. Bow & stern (2) thrusters 8mt each. 9,240nm range. Dynamic Positioning. Bollard Pull: 80MT. Gensets: 3 - 380kW. Firefighting: FiFi 2 – 1,200m3 monitors. Quarters: 6-1, 6-2, 13-4 berths. Passengers: 70 total. Kamfork shark jaws / tow pins. Southeast Asia. Q1 2011. File: SU21844 - AHTS - 218.0' x 43.0' x 19.0' depth x 16.74' loaded draft. Built in 1974 by Smedvik; Tjorvaag, Norway. Vanuatu flag. GRT: 1,105. Deadweight: 965T. FO: 757m3. 4 x EMD 16-645E7B total 7,800BHP. Speed about 16kn free. Gensets: 2 - 250kW. Anchor handling/ fire fighting AHTS. South America East Coast. File: SU21843 - AHTS - 217.9' x 42.9' x 19.0' depth. Built in 1977 by Tacoma Boat. Vanuatu flag. ABS +A1 (E), +AMS Towing Service,. Ice Class C, Unrestricted. Drydocking overdue May 2010. Deadweight: 1,264lt. Deck Cargo: 444LT on 103' x 32' deck.

FO: 180,900g. FW: 44,000g. DW: 113,175g. Dry Bulk: 6,000ft3 in 4 tanks. Liq. Mud: 862BBL. Winch: Smatco 84 DAW-250 Double Drum. Line Pull: 500,000lb. Wire Capacity: 4,400' 2.5". 4 x EMD 16-645E2 total 7,800BHP. Liaaen 4-blade 129" CP props in kort nozzles. Towmaster Nozzles with triple rudders. Range 16,000nm. Bowthruster 620HP. Bollard Pull: 120MT. Gensets: 2 - 250kW / GM12V71 & 1 - 75kW 450vAC 60Hz. 2 Fire/Foam Monitors. Quarters: 22. 4 pennant reels capacity for 21,060' 2.5" wire. 2 tuggers. Fritz Culver Tow pins. Ulstein 440 Shark Jaws. Four

rig chain lockers capacity 6,000' 3" chain. Joystick control. For sale out of competition strictly "as is, where is". Caribbean.


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File: SU21841 - AHTS - 218.0' x 43.0' x 19.0' depth x 16.66' loaded draft. Built in 1973 by Hatlo Verksted, Ulsteinvik. Vanuatu flag. Deadweight: 1,183T. Light Disp.: 1,351T. 111' x 32' clear deck. FO: 757T. Liq. Mud: 880BBL. Crane: 8T. 4 x EMD 16-645E2 total 7,800BHP. CP props. Bowthruster. Gensets: 2 - 250kW; 1 - 175kW . Firefighting: Fitted. Quarters: 20. For sale out of competition strictly "as is, where is". Reportedly poor condition and candidate for project boat / "fixer-upper" in alternate trade. Caribbean. File: SU21164 - DP AHTS - 211.0' x 45.0' x 22.0' depth. Built in 1983 by Husumer Schiffswerft, Germany. Brazilian flag. GL 100 A5, LMC. Deadweight: 1,857T. Deck Cargo: 665LT on 125' x 36' deck. FO: 72,013g. Dry Bulk: 6,000FT3. Liq. Mud: 1,454BBL. Crane. Winch: Brattvaag SL 250W. Wire Capacity: 4,500' x 2.25" capacity. Stern Roller. 2 x MAK 9M453 total 7,400BHP. CP props in kort nozzles. Stern Thruster - 600HP. Bowthruster 800HP. Speed about 15.5kn on 28Tpd. Gensets: 2 - 664kW; 2 - 244kW 440v 60Hz. Quarters: 20. UT 704 design. For sale out of competition strictly "as is, where is". Caribbean. File: SU21163 - DP AHTS - 211.0' x 45.0' x 22.0' depth. Built in 1976 by Santander S.a; Spain. Brazilian flag. LR 100 A1, LMC. Deadweight: 1,968T. 117' x 37' clear deck. Liq. Mud: 1,995BBL. 2 x Alco 18V251F total 8,000BHP. Bowthruster. Dynamic Positioning. Speed about 15kn. Gensets: 3 - 133kW. UT 704 design. Sale out of competition "as is, where is". Caribbean. File: SU21140 - AHTS - 211.3' x 45.3' x 22.6' depth. Built in 1981 by Storvik Mek. Verksted; Norway. Belize flag. ABS. Deadweight: 1,147T. Deck Cargo: 750T on 126.31'x36.02' clear deck. FO: 920m3. FW: 478m3. DW: 478 m3. Dry Bulk: 170m3. Winch: Hydraulic Brattvaag. Line Pull: 180T. Stern Roller. 2 x Polar Nohab V316VD825 total 8,160BHP. CP props in korts. Burns HVFO. Bowthruster 850HP. Bollard Pull: 92MT. Speed about 16kn. Gensets: 3 - 248kVA / Scania & 1 - 90kVA / Scania 440v. Quarters: 11. Passengers: 12. For sale out of competition on a strictly "as is, where is" basis. Southeast Asia. File: SU21128 - AHTS - 211.2' x 45.0' x 22.8' depth x 15.50' loaded draft. Built in 1983 by Tangen Verft; Norway. Belize flag. ABS. Deadweight: 1,050T. Deck Cargo: 740LT on 124.8'x36' clear deck. FO: 830m3. FW: 250m3. DW: 650m3. Dry Bulk: 6,000ft3 in 4 tanks. Liq. Mud: 117m3. Derrick/A-Frame: 1-Hydraulic. Winch: Hydralik Brattvaag w/f SL250Wear. Line Pull: 250T. Wire Capacity: 1,400m 64mm. 2 x Polar Nohab total 8,160BHP. Bowthruster 9.7T. Bollard Pull: 110MT. Speed about 16.9kn. on 28tpd. Gensets: 2 - 305kVA; 2 - 800kVA. Quarters: 13 cabins. Air Conditioned. Passengers: 12. Southeast Asia. File: SU21120 - AHTS - 211.2' x 45.2' x 22.6' depth x 19.10' loaded draft. Built in 1982 by Aker Vindholmen; Norway. Vanuatu flag. ABS. Deadweight: 1,898T. Deck Cargo: 750MT on 124.6' x 36.1' deck. FO: 681m3. FW: 250m3. DW: 813m3. Dry Bulk. Liq. Mud: 298m3. Crane. Winch: Hydraulic Brattvaag. Line Pull: 250MT. Wire Capacity: 1-1,200m x 64mm; 1-1,000m x 64mm. Stern Roller. 2 x Normo KVMB18 total 8,160BHP. 2 - CP props in kort nozzles. Bowthruster. Bollard Pull: 100MT. Speed about 12-16kn on 12-25MT/d. Gensets: 2 - 265kW, 305kVA, 415v 60Hz. Firefighting: 2 – 4,500L/min. Quarters: 13. Air Conditioned. Passengers: 12. 2 beds in hospital. UT-704 design. Karm fork shark jaws and towing pins. Deck load 5MT/m2. Southeast Asia. File: SU20743 - AHTS - 207.0' x 43.3' x 19.8' depth. Built in 1981 by Astilleros de Huelva S.A.; Spain. RINA 100 A 1.1 Nav. I.L. Rec. Oil. Continuous Hull survey due 08/2012. Deadweight: 1,243T. FO: 446m3. FW: 70m3. DW: 453m3. Crane: 8T x 14m

hydraulic. Winch: Double drum 126mt brake. Wire Capacity: 1,150m / 700m x 64mm. Stern Roller. 2 x Deutz RSBV8M540 total 8,800BHP. Navalips CP props in korts. Bowthruster 2 - 400BHP. Bollard Pull: 110mt. Speed about 14.5kn. Gensets: 3 - 362kW; 1-70kW 380vAC 50Hz. 1-1,300m3/h @ 120m monitor; 45m3 foam. Quarters: 10-1, 5-4 berth. Equipped for oil recovery, FiFi -1 & as stand-in communications center for rescue / standby ops. Can perform deepwater anchor handling. Lifter for anchor handling. 2 tuggers. Two folding bitts. 144m3 chain locker. 45m3 dispersant. 218m3 recovered oil. 400m Mannesman oil booms.

200m Vikoma oil booms. OCS skimmer 50/220m3. Vikoma 30 skimmer. Vessel in light standby duty for many years with low engines hours. Owners replaced substantial steel in 2008/09 (cost @ Euro 1m) and have RINA statement which has her conventional age reduced by 14 years given condition. In class & fully operational. No liquid mud or drybulk Mediterranean. File: SU20738 - AHTS - 207.0' x 40.0' x 17.0' depth x 16.70' loaded draft. Built in 1976 by Campbell Industries. Vanuatu flag. ABS +A-1, E, Ice Class "IC". Deadweight: 930T. 118' x 32' deck. 2 x EMD 16-645E5 total 5,750BHP. CP props. Bowthruster. Gensets: 2 - 150kW; 2 - 100kW. Quarters: Total 24 persons. Offered strictly "as is, where is". Owner prefers sale out of competition. Sale subject to Owner's management approval. Buyers to state intended use and area of operation. Southeast Asia. File: SU20442 - AHTS - 205.0' x 42.1' x 17.5' depth x 15.00' loaded draft. Built in 1980 by Quality Equip.; Houma, LA. Vanuatu flag. ABS +A1 Towing Service AMS. 2 x EMD 16-645E7B total 5,750BHP. Gensets: 2 - 99kW/. For sale out of competition. Caribbean. File: SU20068 - AHTS - 200.9' x 52.5' x 19.7' depth. Built in 2011 by Malaysia. Malaysian flag. ABS +A1. Deck Cargo: 500MT on 360m2 clear deck. FO: 500m3. FW: 280m3. DW: 750m3. Dry Bulk: 142m3 in 4 tanks. Liq. Mud: 200m3. Winch: Double Drum. Line Pull: 150/200mt. Wire Capacity: 1,000m x 58mm. Stern Roller. 2 x Yanmar total 5,220BHP. 2 - CP props in kort nozzles. 4,500nm @ 11kn. Bowthruster. Speed about 11-13kn. Gensets: 3 - 380kW; 1 - shaft alternator 540kW. Firefighting: FiFi 1; 1 – 1,200m3/hr monitor. Quarters: 48. Air Conditioned. Galley. Vessel to be fitted with FiFi1. DP1 is optional with the addition of only electronics (other systems comply with ABS DP1). Bollard pull estimated at about 70mt. Southeast Asia. July/Aug 2011.


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File: SU20033 - AHTS - 200.0' x 42.0' x 16.0' depth. Built in 1982 by Halter Marine; Lockport, LA. Vanuatu flag. ABS + A1 Tow Service (E) + AMS Unrestricted Service. Special Survey due 04/2012. Drydocking due 10/2010. Deadweight: 1,050T. 90' x 32' clear deck. Crane. 2 x EMD 16-645E7B total 6,140BHP. Bowthruster. Speed about 12kn on 20MT/d. Gensets: 2 - 150kW. Firefighting: Fitted. Quarters: 23 persons total. For sale "as is, where is" out of competition. Mid East. File: SU20031 Supply Boat – AHTS - 200.8' x 52.5' x 19.7' depth. Built in 2010 by SE Asia Shipyard. ABS +A1. FO: 500m3. FW: 280m3. DW: 750m3. Dry Bulk: 150m3. Liq. Mud: 200m3. Winch: Zicom Elect. Hyd. Double drum 200MT; 2 - Zicom tuggers. Stern Roller. 2 x Yanmar 6EY26 total 5,150BHP. 2 - CP props in kort nozzles. Bowthruster CPP Schottel. Bollard Pull: 60MT. Speed about 13kn. Gensets: 3 - 380kW / Cummins KTA19DM1; 1 - 800kW. Quarters: 48 crew. Air Conditioned. Galley. Karmfork shark jaws and tow pins. 2 newbuildings. 1 straight OSV (due Nov. 2010) and other AHTS (due May 2011). Southeast Asia. File: SU19744 - AHTS - 196.8' x 42.0' x 17.6' depth x 14.76' loaded draft. Built in 1982 by Clelands SB, UK. Vanuatu flag. GL. Deadweight: 1,035T. Deck Cargo: 500T on 114.1' x 31.8' clear deck. FO: 624m3. FW: 407m3. DW: 527m3. Dry Bulk: 170m3 in 4 tanks. Winch: Brattvaag double drum. Line Pull: 150T. Stern Roller. 2 x Nohab 8V25 total 4,940BHP. Liaaen CP props in kort nozzles. Bowthruster 5.5T. Bollard Pull: 50MT. Speed about 14kn. Gensets: 2 - 500kW/CAT. Firefighting: Fitted. Quarters: 9 crew. Passengers: 12. Poscon joystick control. Tow pins. For sale out of competition strictly "as is, where is". Southeast Asia. File: SU19632 - AHTS - 196.0' x 42.0' x 17.0' depth x 14.80' loaded draft. Built in 1983 by Goole Shipbuilders; Goole, U.K. Vanuatu flag. ABS A1 AMS Special Survey date 09/2008. Deadweight: 1,018T. 111' x 33' clear deck. FO: 198T. Liq. Mud: 2,000BBL. 2 x Mirrlees 6MB275 total 4,224BHP. 2 CP props. Bowthruster. Speed about 12.5kn on 10T/d. Gensets: 2 - 500kW 440vAC 60Hz; 1 - 250kW. Quarters: Total 24 persons. Offered strictly "as is, where is". Owner prefers sale out of competition. Sale subject to Owner's management approval. Buyers to state intended use and area of operation. Southeast Asia. File: SU19407 - AHTS - 194.2' x 40.2' x 17.4' depth. Built in 1978 by Carrington Shipway; Australia. Vanuatu flag. ABS A1(E) & AMS, ACCU. Deadweight: 1,038T. Deck Cargo: 550MT on 95.12' x 31.16' clear deck. FO: 568m3. FW: 173m3. DW: 326m3. Dry Bulk: 4 x 42.5m3. Liq. Mud: 100m3. Crane: 1-1.5T @ 6m hydraulic. Winch: Smatco double drum waterfall. Line Pull: 175MT. Wire Capacity: 2 – 1,200m x 58mm. Stern Roller. 2 x EMD 16-645E7A total 5,750BHP. CP props in korts. Bowthruster. Speed about 11.5-14kn. on 10-15MT/d. Gensets: 2 - 400kW & 1-142kW; 415v 50/60Hz. Class 1 Fifi – 2 x 2,400m3/hr @ 140m head. Quarters: 12. Passengers: 19. 300MT shark jaws with tow pins. Sale strictly "as is, where is" out of competition. Southeast Asia. File: SU19346 - AHTS - 193.5' x 40.1' x 18.4' depth x 12.60' light draft x 14.00' loaded draft. Built in 1975 by Bolsnes Werft, Norway. Panama flag. IMB (International Maritime Bureau) through June 2012. Drydocked November 2009. Deadweight: 942mt. Deck Cargo: 570T on 111' x 32' clear deck. FO: 236,168g. FW: 58,646g. DW: 736MT. Dry Bulk: 6,000ft2 in 4 tanks. Winch: Brattvaag Double Drum 80T. Line Pull: 80T x 2. Wire Capacity: 1,200m 2 - 2. Stern Roller. 2 x Nohab F216V825 total 7,040BHP. Liaaen CP props in kort nozzles. Bowthruster 600HP. Bollard Pull: 80MT. Speed about 12.5-14.5kn on 12-26tpd. Gensets: 2 - 275kW / GM; 1 - 192kW / Mercedes Benz 440vAC 60Hz. Quarters: 12 crew. Passengers: 18 supernumeraries. UT 704 standard design. Photos, 2009 drydock work summary, copies of certificates. Sale "as is, where is". Marcon previously sold vessel in 1991. U.S. Gulf Coast. File: SU19340 - AHTS - 192.5' x 40.0' x 15.0' depth x 12.80' loaded draft. Built in 1982 by Halter Marine; Moss Point, MS. Vanuatu flag. ABS + A1 (E) Towing Service. Deadweight: 955T. Deck Cargo: 542LT on 100' x 32' clear deck. FO: 112,400g. FW: 272,300g. Dry Bulk: 5,000ft3. Liq. Mud: 1,480BBL. Winch: Fritz Culver. Line Pull: 220,000lb. Wire Capacity: 5,000' 2". 2 x EMD 12-645E7B total 4,610BHP. 2 - 4 blade 102" x 98" props. 11,200nm at 10 knots. Bowthruster 4.5sT. Bollard Pull: 49MT. Gensets: 2 - 150kW/GM12V71. Firefighting: 1 - 800gpm. Quarters: 21. Sale out of competition "as is, where is". Southeast Asia.

File: SU19275 – DP AHTS - 192.5' x 47.9' x 18.0' depth. Built in 2010 by Guangzhou Hangtong, China. Singapore flag. BV I +Hull + Mach FiFi 1 SOLAS DP. Deadweight: 1,350T. 370m2 clear deck. FO: 475m3. FW: 230m3. DW: 460m3. BW: 460m3. Dry Bulk: 187m3 cement. Liq. Mud: 255m3. Winch: Double Drum Waterfall, 200T brake; 2 10T tugger; 2 - 5T capstan. Line Pull: 150T. Stern Roller. 2 x Wartsila 9L20 total 4,800BHP.

LIPS CP props in kort nozzles. Bowthruster 2 - 500kW. Dynamic Positioning. Bollard Pull: 65.4T. Speed about 13kn. Gensets: 3 - 450kW; 1 - 65kW. Firefighting: 2 - 1500m3/h pumps; 2 - 1200m3/h foam/water monitors. Quarters: 42 (2-1,4-2,8-2). Air Conditioned. Galley. AHTS, FiFi 1, DP1 supply vessel. Shark Jaw. Towing Pin: 2 - Karmoy. Far East. February 2011. File: SU19257 - AHTS - 192.5' x 47.9' x 18.0' depth. Built in 2005 by Yuexin; Panyu, China. Singapore flag. BV +I Hull & Mach. Unrestricted; FiFi 1. Deadweight: 1,400mt. Cargo: 500MT on 350m2 deck. FO: 475m3. FW: 230m3. DW: 460m3. Dry Bulk: 1,650ft3 in 4 tanks. Liq. Mud: 254m3. Winch: Double Drum Elec/hyd. Line Pull: 150mt@6m/m. Wire Capacity: 2 - 1,000m x 56mm. Stern Roller. 2 x CAT 3516B total 5,150BHP. Berg CP props in korts. Bowthruster 315kW. Bollard Pull: 65MT. Gensets: 3 - 320kW / CAT3408DITA; 1 - 52kW 415vAC 3Ph 50Hz. Firefighting: Class 1. Water curtain all round. 1,200m3/h; 300-1,200m3/h monitors. Quarters: 2-1, 4-2, 8-4 berth cabin. Air Conditioned. Galley. Foam / detergent 14m3 each. 300mt SWL Karmfork. Elec/hyd towpins with turntable top flaps. Elec/hyd rope reel. Oil dispersant system. Southeast Asia.


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File: SU19230 - DP AHTS - 192.5' x 47.9' x 18.0' depth x 15.58' loaded draft. Built in 2009 by Guangzhou Hangtong Ship Industry. Singapore flag. GRT: 1,470. ABS Class 1 +Hull +Mach Supply Vessel & FiFi 1, Unrestricted Navigation. Deadweight: 1,350T. Deck Cargo: 500MT on 370m2 clear deck. FO: 482m3. FW: 212m3. DW: 463m3. BW: 463m3. Dry Bulk: 187m3 (4 tanks). Liq. Mud: 259m3. Winch: 2 - 10MT tugger; 200MT brake Double Drum. Line Pull: 150MT. Wire Capacity: 1,000m x 56mm. Stern Roller. 2 x Wartsila 9L20 total 4,800BHP. CP props in kort nozzles. Bowthruster 2 -800kW CPP. Dynamic Positioning. Bollard Pull: 60MT. Speed about 10-13kn on m3/h. Pump(s): 2 - 1550m3/hr @ 13 bars fire. Gensets: 3-569kW / Volvo/Stamford /415v/50Hz/3ph; 1-99kW / Volvo/Stamford. FiFi 1: Monitors: Water/Foam - 300-1,200m3/hr, 1 – 1,200m3/hr. Quarters: 42 (2-1, 4-2, 8-4). 2 sisters still under construction. Tow pins. Shark jaws: 300MT. Fire: Oil Dispersant. Far East. File: SU19229 - DP AHTS - 192.5' x 47.9' x 18.0' depth x 15.58' loaded draft. Built in 2009 by China Shipyard. Singapore flag. ABS 1 + Hull + DPS-1 + Mach Supply Vessel & FiFi Unrestricted Na. Deadweight: 1,350T. Deck Cargo: 500MT on 370m2 clear deck. FO: 482m3. FW: 212m3. DW: 463m3. BW: 463m3. Dry Bulk: 187m3 (4 tanks). Liq. Mud: 259m3. Crane: none. Winch: 2 - 10MT tugger; 200MT brake Double Drum. Line Pull: 150MT. Wire Capacity: 1,000m x 56mm. Stern Roller. 2 x Wartsila 9L20 total 4,800BHP. CP props in kort nozzles. Type of Fuel: MGO. Bowthruster 2 -800kW CPP. Dynamic Positioning. Bollard Pull: 65.4T. Speed about 10-13kn on m3/h. Pump(s): 2 – 1,550m3/hr @ 13 bars fire. Gensets: 3 - 569kW / Volvo/Stamford 415v 50Hz 3ph; 1-99kW / Volvo/Stamford. Firefighting: FiFi 1: Monitors: Water/Foam - 300-1,200m3/hr, 1 – 1,200m3/hr. Quarters: 42 (2-1, 4-2, 8-4). Tow pins. Shark jaws: 300MT. Fire: Oil Dispersant System 1 set c/w 2 spray booms 6m. Far East. File: SU19223 - AHTS - 192.0' x 40.0' x 15.0' depth. Built in 1982 by Halter Marine. Vanuatu flag. ABS +A1, E, +AMS. 100' x 32' deck. FO: 349T. Liq. Mud: 1,480BBL. Crane: 8T. 2 x EMD 12-645E7B total 4,610BHP. Bowthruster 976BHP. Speed about 13kn on 16Tpd. Gensets: 2 - 150kW. Firefighting. Quarters: 21. For sale out of competition "as is, where is". Southeast Asia. File: SU19148 - AHTS - 194.0' x 40.0' x 15.0' depth. Built in 1983 by Eastern Marine; Panama City, FL. U.S. flag. ABS +A1, AMS, E Towing Service exp. Mar 2008. Deadweight: 1,132T. Deck Cargo: 770LT on 108' x 31' deck. FO: 77,040g. FW: 12,000g. DW: 163,560g. Dry Bulk: 5,400ft3. Liq. Mud: 1,600BBL. Winch: Smatco 66 DAW 200 Double Drum +5T tugger. Line Pull: 250,000lb. Wire Capacity: 2,550' x 2.25". Stern Roller. 2 x EMD 16-645E7D3A total 4,500BHP. Bowthruster 300HP. Bollard Pull: 40.8T. Gensets: 2 - 99kW. Firefighting. Quarters: 18. For sale only "as is, where is" outside competition. U.S. Gulf Coast. File: SU18589 - AHTS - 185.0' x 40.0' x 14.0' depth x 12.10' loaded draft. Built in 1983 by Quality Shipyards; Houma, LA. Malaysian flag. GRT: 738. AB + A1 Tow Service (E) + AMS Special Survey due 06/2013 Docking due 10/2011. Deadweight: 884T. Light Disp.: 755. 93' x 31' clear deck. FO: 310T. Liq. Mud: 1,250BBL. 2 x EMD 16-645CE6 total 3,900BHP. FP props. Bowthruster. Bollard Pull: 35T. Speed about 13kn Service on 14T/d. Gensets: 2 - 99kW 440vAC 60Hz. Firefighting: Fitted. Quarters: Total 21 persons. Air Conditioned. Galley. Offered "as is, where is" out of competition subject to management approval. Southeast Asia. File: SU18587 - AHTS - 185.0' x 40.0' x 14.0' depth. Built in 1983 by Halter Marine. Malaysian flag. AB + A1 Tow Service (E) + AMS. Deadweight: 841T. 93' x 32' deck. Liq. Mud: 914BBL. 2 x EMD 16-645CE6 total 3,900BHP. FP props. Bowthruster. Speed about 12kn. Gensets: 2 - 150kW. Firefighting. Quarters: 16 crew. For sale "as is, where is" out of competition. Southeast Asia.

File: SU18538 - DP AHTS - 185.0' x 38.1' x 16.0' depth. Built in 1982 by Mangone Swiftships; Houston, TX. Italian flag. RINA 100 A 1.1 - Nav. I.L.; Re; Ap (PI). Deadweight: 881mt. Deck Cargo: 330MT on 290m2 deck. FO: 385m3. FW: 112m3. DW: 166m3. Dry Bulk: 102m3. Liq. Mud: 144m3. Winch: Smatco 66 DAW-200 double drum w/f. Line Pull: 136T. Wire Capacity: 2,952' x 2" ea. Stern Roller. 2 x EMD 16-645E2 total 4,012BHP. Liaaen CP props. Bowthruster 350HP. Dynamic Positioning. Bollard Pull: 45T. Speed about 9-14kn on 6-12MT/d. Gensets: 2 - 125kW; 1 - 150kW. 2 Fire monitors (200m3/hr ea). Quarters: 5-1; 3-2 berth cabins. Passengers: 6. Mediterranean. Prompt.

File: SU18520 - AHTS - 185.0' x 40.0' x 14.0' depth x 12.00' loaded draft. Built in 1981 by Halter Marine; New Orleans, LA. Vanuatu flag. ABS +A1. Deadweight: 1,200T. Deck Cargo: 525T on 110' x 32' clear deck. FO: 110,000g. FW: 10,000g. DW: 205,000g. Dry Bulk: 4,000ft3. Liq. Mud: 1,100BBL. Winch: Smatco double drum. Line Pull: 300,000lb. Stern Roller. 2 x EMD 12-645C total 3,000BHP. Bowthruster. Speed about 14kn max. on 40Tpd. Gensets: 2-99kW AC Delco. Firefighting: 1,000gpm fire monitor. For sale out of competition on a strictly "as is, where is" basis. Caribbean. File: SU18348 - AHTS - 185.5' x 38.1' x 16.1' depth. Built in 1976 by Atlantic Marine; Jacksonville, FL. Panama flag. ABS + A1, Towing Service, +AMS Unrestricted. SOLAS. MARPOL. Special Survey & Drydocking due 04/2011. Deadweight: 1,038mt. Deck Cargo: 500MT on 32.4m x 9.5m deck. FO: 433.04m3. FW: 286.6m3. Winch removed. Stern Roller. 2 x EMD 16-645E7 total 5,750BHP. Bowthruster 400HP. Bollard Pull: 46MT. Speed about 10-11kn on 8-10T/d. Pump(s): FW 80m3/h @ 60m. Gensets: 2 - 125kW / GM12V71 440vAC 60Hz. Quarters: 10 crew. Passengers: 10. South America East Coast.


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File: SU18142 - AHTS - 180.0' x 38.0' x 14.0'. Built in 1975 by American Marine. Rebuilt: 1998. ABS + A1. Towing + AMS. Last Drydock 03/2008. Deadweight: 550T. Cargo: 480LT on 105' x 30' deck. FO: 366MT. FW: 144.7MT. DW: 227.7MT. Dry Bulk: 4,000ft3 in 4 tanks. Crane: 2T. Winch: Smatco DAW-66 double drum Waterfall + tugger. Wire Capacity: 144.8/695m 2". Stern Roller. 2 x EMD 16-567BC total 3,280BHP. FP props. Bowthruster 210HP. Bollard Pull: 40MT. Speed about 12-14kn on 9.5-12T. Gensets: 2 - 75kW / GM6-71 & 1 - 100kW / GM6V71. Firefighting: monitor and hydrants. Quarters: 12. Passengers: 6.

Vessel totally rebuilt October '98. Interested in longterm charter or outright sale. Rebuilt 1998 with abt. 80T steel renewal & completely refurbished. Drydocked in 12/08 under the ABS supervision. No outstanding items, reported to be in good condition. Completed USD 600K of equipment upgrade during 12/08. Drybulk tanks/system not operational. Southeast Asia. Prompt. File: SU18005 - AHTS - 180.0' x 38.0' x 14.0' depth. Built in 1977. Venezuela flag. 100' x 30' clear deck. Liq. Mud: 1,381BBL. 2 x EMD 12-645E7B total 3,000BHP. Firefighting. Quarters: 15. Sale out of competition "as is, where is". U.S. Gulf Coast. File: SU17444 - AHTS - 173.8' x 43.6' x 19.7' depth. Built in 1983 by Torrens; Port Adelaide, Australia. Vanuatu flag. ABS A1 (E), AMS, ACCU. Deadweight: 1,503T. Deck Cargo: 575MT on 86.92' x 36.08' clear deck. FO: 554m3. FW: 727m3. Winch: Norwinch double drum w/f. Wire Capacity: 2-900m x 52mm dia. Stern Roller. 2 x Nohab F38A total 4,040BHP. CP props in korts. Bowthruster. Bollard Pull: 65MT. Speed about 12-13kn. on 8-13MT/d. Gensets: 2 - 150kW, 2 - 40kW, 415v. 50Hz. Fifi class 1, 2 x 2,400m3/hr @ 120m head. Quarters: 10. Passengers: 8. 300MT shark jaws. Sale out of "as is, where is". Southeast Asia. File: SU17328 / SU17327 - AHTS (2 each) - 173.2' x 43.3' x 17.1' depth. Built in 2010 by Nantong MLC Tongbao. Malaysian flag. ABS + A1(E) Towing & OSV + AMS. Deadweight: 800mt. 275m2 clear deck. FO: 550m3. FW: 360m3. BW: 290m3. Crane: 3T @ 14m SWL. Winch: Double drum waterfall; 2-10T tuggers; 2-5T capstans. Line Pull: 100MT. Wire Capacity: 1,000m x 52mm. Stern Roller. 2 x Cummins QSK60-M total 4,400BHP. 4-blade 2,800mm props in kort nozzles. Bowthruster. Bollard Pull: 50T. Gensets: 3 - 315kW / Cummins 415v 50Hz; 1 - 65kW / Cummins. Firefighting: FiFi 1/2: Monitors: 2 – 1,200m3/hr with foam 4.42m3 foam. Quarters: 37 (3-1, 3-2, 7-4). Electro-hydraulic storage reel. 200mt shark jaws (28-75mm chain & 50-765mm wire). 2-200mt hydraulic tow pins. Rescue Zone. forward. Southeast Asia.

File: SU16444 / SU16434- AHTS - 164.0' x 43.3' x 17.1' depth x 14.76' loaded draft. Built in 2010 by Chinese Shipyard. Singapore flag. BV 1 Hull Mach Supply Vessel & FiFi Ship Unrestricted Nav. Deadweight: 750T. @200m2 clear deck. FO: 565m3. FW: 215m3. Winch: Double drum. Line Pull: 65T. Stern Roller. 2 x CAT 3516B total 5,150BHP. CP props. Bowthruster KT-43-B1. Bollard Pull: 65T. Speed about 13kn. Pump(s): 1 - 50m3 @ 40m. Gensets: 2 - 315kW / CAT 3408 / 415v / 50Hz / 3ph. Firefighting: FiFi 1 class. Quarters: 38 (4-1, 1-2, 8-4). Galley. Far East. July 2011.

File: SU15729 - AHTS - 157.5' x 36.1' x 11.5' depth x 8.20' loaded draft. Built in 2005 by Sealink Shipyard; Miri, Malaysia. Malaysian flag. GRT: 496. ABS A1(E) + AMS, Unrestricted service. Continuous Hull survey due 02/2015. Deadweight: 593mt. FO: 298m3. FW: 428m3. Crane: Davit 2MT @ 10m. Winch: 1 - 5MT capstan; 1 - 5MT tugger. 2 x CAT 3412 total 1,440BHP. Endurance 28 days. Bowthruster 5T. Speed about 10kn. Gensets: 2 - 140kW 415v 3ph 50Hz. Quarters: 20 berths. Southeast Asia. File: SU14738 - AHTS - 147.6' x 38.7' x 15.1' depth x 12.46' loaded draft. Built in 2009 by Yuexin Shipbuilding. Singapore flag. BV. 200m2 clear deck. FO: 530m3. FW: 170m3. Crane: 1T @ 15m. Winch: 100T @ 6m/min. Stern Roller. 2 x CAT 3516B total 4,200BHP. FP props. Bowthruster 5T. Bollard Pull: 57T. Speed about 12kn max. Gensets: 3 - 245kW / CAT 3406 / 50Hz / 415v. Quarters: 20 (2-1, 1 -2, 4-4). Tow pins / Shark Jaws 150T SWL. Southeast Asia.

File: SU13729 - AHTS - 137.8' x 36.1' x 16.1' depth x 13.61' loaded draft. Built in 2011 by Chinese Yard. GRT: 499. BV I +Hull +Mach Special Service Multi-purpose AHT Unrestricted Nav. 160m2 clear deck. Deck Load: 5mt/m2. FO: 363.53m3. FW: 78.49m3. Crane: 1.25MT/8MT @ 9.75m/2m. Winch: Double Drum 180MT brake. Line Pull: 65MT. Wire Capacity: 52mm x 1000m; 600m x 52mm. Stern Roller. 2 x Cummins QSK60-M total 4,400BHP. 2 FP 4 blade props in kort nozzles. Bowthruster 335BHP. Bollard Pull: 60mt. Speed about 14kn. Pump(s): FO: 40m3/h; FW: 36m3/h. Gensets: 2-245kW / CAT 3406mSG 400v 50Hz; 1-60kW Cummins CCFJ-60Y. Firefighting: 2 - monitors 1,000m3/h @135m; Foam: 9.27m3. Quarters: 22 person. Air Conditioned. Galley. Hydraulic shark jaw: 200MT. Tow pin: 200MT. Far East. 10 months after MOA.

List of conventional, azimuthing or tractor tugs & AHTSs available for charter on request.

Further details on these and other tugs and barges are available on our website at www.marcon.com.

tug boat market report - february 2011.pdf

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